Renault

CMF-B platform. 1.0L TCe 90hp base. 1.0L TCe 100hp. 1.3L TCe 130hp. 1.5L Blue dCi diesel 85hp. E-Tech Hybrid 140hp. Self-charging hybrid. 1.6L petrol plus electric. Automatic transmission hybrid. 5-speed manual petrol. CVT hybrid. FWD only. 4050mm length. 2583mm wheelbase. 1150kg curb weight. 9.3in portrait touchscreen. Digital instrument cluster. Expression trim. Evolution trim. Techno trim. RS Line sport styling.

CMF-EV platform. Single electric motor 130hp standard. 220hp optional. 40kWh battery base. 60kWh battery extended. 186 miles range 40kWh. 292 miles range 60kWh. 130kW DC fast charging. FWD only. 4200mm length. 2685mm wheelbase. 1624kg curb weight. OpenR Link Google system. 12.3in portrait screen. 12.3in digital cluster. Harman Kardon audio. Solarbay electrochromic roof. Equilibre trim. Techno trim. Iconic trim. First electric Mégane.

CMF-B platform. 1.0L TCe 90hp. 1.3L TCe 140hp. 1.3L TCe 155hp. 1.5L Blue dCi diesel 95hp. E-Tech PHEV 160hp. 10.5kWh battery PHEV. 31 miles electric range. 6-speed manual. EDC automatic. FWD only. 4227mm length. 2639mm wheelbase. 1303kg curb weight. Customization options. Two-tone roof. Interior color packs. 9.3in touchscreen. Digital cluster. Evolution trim. Techno trim. RS Line sport trim.

CMF-B platform. 1.3L TCe 140hp mild hybrid. 1.3L TCe 160hp mild hybrid. E-Tech Hybrid 145hp full hybrid. Self-charging system. Automatic transmission. FWD only. 4568mm length. 2720mm wheelbase. 1438kg curb weight. Coupe roofline styling. SUV ground clearance. 9.3in touchscreen. Digital instrument cluster. Evolution trim. Techno trim. RS Line sport trim. Engineered trim top. French design. Korean production.

CMF-EV platform. Single electric motor 170hp standard. 220hp long range. 60kWh battery standard. 87kWh battery long range. 260 miles range standard. 385 miles range long range. 150kW DC fast charging. FWD only. 4470mm length. 2785mm wheelbase. 1850kg curb weight. Family crossover positioning. Panoramic roof. OpenR Link Google. 12in portrait screen. Solarbay roof option. Evolution trim. Techno trim. Iconic trim. European Car of Year 2024.

Electric supermini platform. Single electric motor 135hp. 100kW R135 variant. 52kWh battery pack. 245 miles WLTP range. 50kW DC charging standard. AC charging to 22kW. FWD only. 4087mm length. 2588mm wheelbase. 1502kg curb weight. City car dimensions. Affordable EV positioning. 9.3in touchscreen. Digital cluster. Life trim. Zen trim. Intens trim. Discontinued 2024. Replaced by R5 Electric. EV pioneer status.

AmpR Small platform. Electric motor 120hp base. 150hp standard. 52kWh battery pack. 250 miles WLTP range. 100kW DC fast charging. FWD only. 3920mm length. 2540mm wheelbase. 1449kg curb weight. Retro Renault 5 styling. Modern LED lighting. OpenR Link infotainment. 10.1in central screen. 10in digital cluster. French production. Douai factory. Affordable EV target. Sub-€25000 goal. Cultural icon revival.

Formula 1 derived technology. Clutchless multi-mode gearbox. Dog clutch engagement. Self-charging hybrid system. No torque interruption. Smooth power delivery. 1.6L petrol engine. Two electric motors. 1.2kWh battery self-charging. PHEV larger battery option. 9.8kWh to 10.5kWh PHEV. Electric-first operation. City driving electric. 80% urban electric driving. 40% fuel saving claim. Efficient energy recovery. Regenerative braking. Multi-mode transmission. French engineering innovation.

Founded 1955 Jean Rédélé. A110 Berlinette legend. Rally championship success. WRC victories. Group B era. Renault acquisition 1973. Brand revival 2017. New A110 mid-engine sports car. 1.8L Turbo 252hp standard. 300hp S variant. Alpine F1 Team. Formula 1 participation. Electric future planned. A290 hot hatch. Performance EV development. Lightweight philosophy. Driver engagement focus. French sports car heritage. Premium performance positioning.

The legendary iron-block workhorse that powered everything from the Renault 16 to the original Alpine A110. This 1,647cc pushrod inline-four featured an ultra-strong cast-iron block with five main bearings and hemispherical combustion chambers. The valvetrain used rocker arms with hydraulic adjusters and sodium-cooled exhaust valves in performance versions. The cylinder head was aluminum with crossflow design, while the crankshaft was forged steel with eight counterweights. With 10.25:1 compression and twin Weber carburetors in Gordini specification, it produced 125 hp at 6,400 RPM. The engine's legendary durability came from its robust construction—the block could withstand over 200 hp in racing trim without modification. The oil system featured a high-capacity pump with a secondary cooling circuit for sustained high-RPM operation.

The ground-breaking turbocharged V6 that powered Renault's first Formula 1 championship. This 1,492cc 90° V6 featured an aluminum alloy block with steel liners and a revolutionary single-turbo layout with twin-chargecoolers. The valvetrain employed four valves per cylinder with pneumatic springs, allowing a 12,500 RPM redline. The Garrett turbocharger used advanced ceramic ball-bearings and produced up to 42 psi of boost in qualifying trim. The fuel injection system was mechanical Kugelfischer pump-driven with continuous flow injectors. With 7.0:1 compression and exotic fuel blends, it produced over 520 hp in race specification. The engine's most innovative feature was its 'Diva' cooling system that used water injection to manage detonation under extreme boost pressures. Complete with all accessories, it weighed just 315 pounds—a masterpiece of packaging efficiency.

The homologation special engine that redefined the hot hatch category. This 1,998cc DOHC inline-four featured an aluminum block with cast-iron liners and a cylinder head derived from Renault's Formula 3000 program. The valvetrain used solid lifters with shim-under-bucket adjustment, allowing an 7,250 RPM redline. The cylinder head featured 32.5° included valve angle and high-flow ports with 33.5mm intake valves. The forged steel crankshaft ran in five main bearings, while connecting rods were cracked-cap design. With 11.0:1 compression and four individual throttle bodies, it produced 147 hp at 6,100 RPM and 127 lb-ft of torque at 4,500 RPM. The engine management used a Magneti Marelli system with dual knock sensors and adaptive learning. The oil system featured a secondary cooling circuit and baffled sump for high-G cornering capability.

The naturally-aspirated V8 that established Renault's modern F1 dominance. This 2,398cc 90° V8 featured a carbon-composite block with aluminum liners and a 180° flat-plane crankshaft. The valvetrain employed pneumatic springs with titanium valves, allowing a 20,000 RPM redline. The cylinder heads used 40° valve angle with F1-mandated 28mm restrictor plates. The fuel system operated at 1,450 psi with direct injection and multi-hole piezoelectric injectors. With 13.0:1 compression and total-loss oil system, it produced over 750 hp at 19,000 RPM. The most innovative feature was its tuned intake manifold with variable-length trumpets that optimized airflow from 12,000 to 19,000 RPM. Complete with KERS hybrid system, the power unit weighed just 209 pounds while achieving unprecedented thermal efficiency of 42%.

The turbocharged heart of Renault's front-wheel-drive revolution. This 1,998cc DOHC inline-four featured a reinforced aluminum block with cast-iron liners and oil-squirters for piston cooling. The turbocharger was a Mitsubishi TD04-14T with electronic wastegate control, producing 19.6 psi of boost. The valvetrain used variable valve timing on the intake cam with 40° of phasing range. The cylinder head featured cross-flow design with 32mm intake valves and sodium-filled exhaust valves. With 8.5:1 compression and direct injection, it produced 265 hp at 5,500 RPM and 265 lb-ft of torque from 3,000-5,000 RPM. The cooling system employed dual heat exchangers—one for coolant and a separate unit for charge air. The oil system featured a variable-displacement pump and auxiliary cooler for track-day durability.

The advanced twin-cam that brought European sophistication to the supermini class. This 1,397cc DOHC inline-four featured an all-aluminum construction with Nikasil-coated bores and a cross-flow cylinder head. The valvetrain used hydraulic lash adjusters and roller rockers with 32° included valve angle. The intake system employed variable-length runners with a resonance chamber for mid-range torque enhancement. With 10.5:1 compression and Bosch Motronic fuel injection, it produced 120 hp at 6,500 RPM. The engine's party trick was its 'butterfly' exhaust manifold that optimized scavenging effects across the rev range. The complete engine weighed just 187 pounds, contributing to the Clio's legendary power-to-weight ratio.

The sophisticated hybrid powertrain that represents Renault's electric future. This 1,598cc turbocharged inline-four operates as part of a multi-mode hybrid system with two electric motors and a 1.2 kWh battery. The combustion engine features Miller-cycle operation through late intake valve closing, achieving 40% thermal efficiency. The valvetrain employs electromagnetic variable valve timing with 55° of phasing range. The turbocharger is an electrically-assisted unit that eliminates lag below 2,000 RPM. With 12.5:1 geometric compression and direct injection at 350 bar, the ICE produces 94 hp while the hybrid system delivers 140 hp total. The most innovative feature is its clutchless gearbox with dog-clutch engagement and seamless power delivery between electric and combustion drive.

The revolutionary 1500cc turbocharged V6 that dominated 1980s Formula 1. This 1,492cc 90° V6 featured an aluminum-silicon block with steel liners and twin KKK turbochargers mounted at 90°. The valvetrain used four valves per cylinder with dual overhead cams and pneumatic springs. The fuel system was electronic injection with continuous flow and water-methanol injection for charge cooling. With 7.5:1 compression and 45 psi of boost, it produced over 800 hp in qualifying trim. The engine's masterpiece was its integrated chargecooler system that used freon-based cooling to reduce intake temperatures by 80°C. Complete with twin-turbo system, it weighed 352 pounds and could reach peak boost in under 0.8 seconds—a technological marvel of its era.

The common-rail diesel that brought refinement and performance to the mass market. This 1,870cc SOHC inline-four featured a cast-iron block with aluminum head and Bosch common-rail injection at 23,200 psi. The turbocharger was a variable-geometry Garrett unit with electronic actuation. The cylinder head used swirl-port design with 16.5:1 compression ratio. With second-generation common-rail technology and piezoelectric injectors, it produced 130 hp at 4,000 RPM and 221 lb-ft of torque at 2,000 RPM. The engine's innovation was its dual-mass flywheel and balancer shafts that eliminated traditional diesel vibration. The oil system featured a variable-displacement pump and diesel particulate filter regeneration system for emissions compliance.

The V10 masterpiece that delivered Fernando Alonso his first championship. This 2,998cc 72° V10 featured a carbon-titanium block with plasma-sprayed liners and a 180° crankshaft. The valvetrain employed pneumatic springs with titanium valves, allowing a 19,000 RPM redline. The cylinder heads used 38° valve angle with tuned-length intake trumpets. The fuel system operated at 1,450 psi with direct injection and closed-loop combustion control. With 13.5:1 compression, it produced over 900 hp at 18,500 RPM. The most advanced feature was its tuned exhaust system that created constructive interference pulses for enhanced scavenging. The complete power unit weighed 209 pounds and could transition from idle to 19,000 RPM in 0.3 seconds—a testament to its minimal rotational mass.

The tiny masterpiece that proved big performance could come in small packages. This 749cc DOHC inline-four featured an all-aluminum construction with belt-driven camshafts and multi-point fuel injection. The cylinder head used a cross-flow design with 10.5:1 compression ratio. The crankshaft ran in three main bearings with a counter-rotating balancer shaft to eliminate vibration. With precisely tuned intake and exhaust manifolds, it produced 58 hp at 6,250 RPM and 44 lb-ft of torque at 3,750 RPM. The engine's brilliance was in its packaging—complete with all accessories, it weighed just 121 pounds and could be removed from the vehicle in under 45 minutes. The cooling system used a compact cross-flow radiator with electric fan, while the oil system employed a gerotor pump with integrated filter housing.

The revolutionary rear-mounted transaxle that powered Renault's early success, featuring an all-synchronized design years ahead of competitors. This transmission used a three-shaft layout with helical-cut gears and bronze synchronizers on all forward gears—a rarity in the 1950s. The aluminum case housed both the gearbox and differential, contributing to the 4CV's excellent weight distribution. The shift mechanism employed a unique cable-operated system with the lever mounted on the dashboard, providing surprisingly precise engagement despite the long cable run. Gear ratios were carefully selected for the small 750cc-1100cc engines, with a direct fourth gear (1.00:1) rather than overdrive. The transmission was renowned for its durability and smooth shifts, with many units exceeding 300,000 kilometers in taxi service. The Type BC established Renault's reputation for innovative transmission design and set the pattern for rear-engine cars for decades.

The robust five-speed manual that brought modern gearing to Renault's performance models. This all-aluminum transmission featured single-cone synchronizers on all forward gears with a direct rod shift linkage that provided positive engagement. The gear ratios were carefully selected for both performance and economy, with fifth gear being a true overdrive (0.82:1) for reduced noise and fuel consumption at highway speeds. In turbocharged applications like the R18 Turbo and Fuego Turbo, the transmission received shot-peened gears and stronger synchronizers to handle the increased torque. The shift mechanism used a remote linkage with spherical bearings that reduced slop compared to earlier designs. The Type 365 was known for its light but precise shift action and excellent durability, with many units surviving harsh driving conditions and inconsistent maintenance. This transmission defined the driving experience of Renault's performance cars throughout the late 1970s and early 1980s.

The cable-shifted manual transmission that brought improved refinement to Renault's front-wheel-drive models. This transmission featured triple-cone synchronizers on second gear and carbon-lined synchronizers on all forward gears for smoother, quieter shifts. The shift mechanism used PTFE-lined cables that reduced friction and provided more precise gate selection than rod linkages. The aluminum case was designed with additional ribbing to reduce noise transmission to the cabin, while the differential used stronger output shafts for higher-torque applications. Gear ratios were optimized for both fuel economy and driveability, with a taller fifth gear (0.73:1) that significantly reduced engine RPM at highway speeds. The JB transmission proved particularly durable in taxi and high-mileage applications, with many units exceeding 400,000 kilometers without major repairs. This transmission represented Renault's commitment to refinement and durability in their mainstream models.

The electronically controlled four-speed automatic developed in partnership with Volvo for luxury applications. This transmission used a Simpson planetary gearset with four multiple-disc clutches and sophisticated electronic controls. The adaptive programming learned driving habits and adjusted shift patterns accordingly, while the torque converter used a computer-controlled lockup clutch that operated in third and fourth gears. Gear ratios (2.78:1, 1.54:1, 1.00:1, 0.69:1) were well-suited to both gasoline and diesel engines, providing both reasonable acceleration and fuel economy. The transmission fluid was cooled through a heat exchanger in the radiator, and service intervals were recommended every 60,000 kilometers. The AD4 was known for its smooth shifts and good reliability when maintained with the specific fluid required. While not as advanced as later automatics, it provided a significant step forward in refinement for Renault's luxury models and represented the brand's first modern electronic automatic transmission.

The performance-oriented six-speed manual developed for Renault Sport models, renowned for its precise shift quality and durability. This transmission featured triple-cone synchronizers on second gear and double-cone synchronizers on third gear, with carbon-lined single-cone units on the remaining gears. The shift mechanism used a direct rod-linkage system with spherical bearings for minimal compliance and maximum feedback. The aluminum case was reinforced with additional ribbing to handle the stresses of track use, while the gearset employed shot-peened teeth and REM-finished surfaces for durability. Gear ratios were closely spaced in the lower gears for acceleration, with sixth gear providing relaxed highway cruising. The limited-slip differential was a torque-sensing helical design that provided progressive lockup without the abruptness of clutch-type units. The TL transmission became legendary for its rifle-bolt precision and ability to withstand repeated track abuse, making it a key component of the Renault Sport driving experience.

The Efficient Dual Clutch transmission that brought lightning-fast shifts to Renault Sport models while improving fuel economy. This transmission uses two dry clutches—one handling odd gears (1,3,5) and the other even gears (2,4,6) and reverse. Shift times are under 150 milliseconds in Race mode, with the transmission capable of multiple downshifts simultaneously during aggressive braking. The hydraulic system operates at 60 bar and uses an electric pump to maintain clutch pressure. The control unit processes data from multiple sensors including longitudinal and lateral accelerometers, adapting shift strategy based on driving style and conditions. The transmission features multiple drive modes including Normal, Sport, Race, and individual manual control via steering-wheel mounted paddles. Despite using dry clutches (unusual for performance applications), the EDC has proven capable of handling the 300+ hp of modern Renault Sport models while providing significantly better fuel economy than traditional automatics.

The cost-optimized yet refined five-speed manual used in Renault's small car and van applications. This cable-shifted transmission featured single-cone synchronizers on all forward gears with optimized shift forks for reduced effort. The compact aluminum case was designed for easy packaging in small vehicle platforms, with the differential integrated into the main housing. Gear ratios were selected for urban driving efficiency, with a relatively short fifth gear (0.82:1) that provided relaxed rather than true overdrive operation. The shift mechanism used plastic bushings that could wear over time, leading to imprecise shift feel, but the transmission was generally reliable when serviced with the correct synthetic fluid. The JR was produced in both 16-spline and 20-spline input shaft configurations depending on engine torque requirements, with maximum torque capacity of 180 Nm in the reinforced JR5-130 version. This transmission exemplified Renault's ability to create durable, cost-effective transmissions without compromising shift quality.

The chain-type continuously variable transmission that provides both smooth acceleration and improved fuel economy in Renault's larger models. Based on the Jatco CVT8 series, this transmission uses a high-strength steel chain and variable-diameter pulleys controlled by electronic hydraulic pressure. The transmission features a '7-speed' sequential mode that creates artificial stepped ratios to address customer preference for traditional shift sensations. The torque converter uses a multi-plate lockup clutch that can engage from very low speeds, significantly improving efficiency. The transmission control system includes 'Sport' and 'Eco' modes that alter the ratio mapping for different driving conditions. The CVT fluid is designed for extended service intervals, though most technicians recommend changes every 120,000 kilometers for optimal longevity. The X-Tronic has proven reliable in normal use and provides the smooth, seamless acceleration that defines the modern Renault driving experience in their luxury-oriented models.

The rugged three-speed manual that served Renault's early post-war models, featuring a simple but effective design that proved remarkably durable. This transmission used a conventional sliding-mesh design for first and reverse gears with constant-mesh helical gears for second and third. The cast-iron case provided exceptional strength, while the gear ratios (3.16:1, 1.72:1, 1.00:1) were well-suited to the low-power engines of the era. The shift mechanism used a direct rod linkage with the lever mounted on the steering column, providing positive if somewhat vague engagement. The transmission lacked synchronizers entirely, requiring double-clutching for smooth shifts—a skill that defined driving in this era. Despite its primitive design, the Type B was known for its near-indestructible construction, with many units surviving decades of harsh use in agricultural and commercial applications. This transmission represented Renault's commitment to durability and simplicity in their early mass-production vehicles.

Founded in 1899 by Louis Renault, the company created the first enclosed automobile and became a mass production pioneer before 1945 nationalization established state ownership that enabled European market leadership through popular cars like the R4 and R5. Renault pioneered the MPV segment with the 1984 Espace, developed groundbreaking F1 turbo engines, and achieved engine supplier success before the transformative 1999 Nissan Alliance created one of the industry's largest partnerships. Electric vehicle commitment produced the ZOE market leader while Renault Group structure now encompasses the Dacia value brand, revived Alpine performance brand, Mobilize mobility services, and Software République technology initiative, with ElectriCity northern France production hub developing the AmpR platform for sustainable mobility focus. Renault's evolution from Louis Renault's 19th-century workshop through nationalization to global alliance demonstrates that state ownership can coexist with innovation when paired with entrepreneurial culture and willingness to take risks—pioneering MPVs when critics doubted demand, backing F1 turbo technology when others considered it unreliable, and committing to electric vehicles years before Tesla made EVs fashionable, proving that government-controlled companies can maintain innovative edge when bureaucracy doesn't stifle engineering ambition and management enjoys sufficient autonomy to pursue bold visions.