Model history
Series production started in March 1965 at the company's recently completed Sandouville plant, a few kilometers to the east of Le Havre.[18] The car had its formal launch in March 1965 at the Geneva Motor Show, and was made available for sale in France and most other left-hand drive markets during June 1965. Late that year, it was first imported to the UK market in right-hand drive form, and would quickly establish itself as one of Britain's most popular imported cars. It arrived on the UK market at a time when imported models still only accounted for a small percentage of new car sales, but was one of a string of cars from foreign brands which helped foreign cars increase their market share during the 1970s; other notable examples being the Fiat 127 and MK1 Volkswagen Golf. Renault's later R5 and R12 models also sold well in Britain during the 1970s.
For 1967, Renault introduced a lower-equipped model better suited for cargo, marketed as the 16 Commerciale until about 1976.
Equipment levels were high for the price. Initially, Renault sold the R16 with just a 1.5-litre (1470 cc) gasoline engine in GL specification for which 55 PS was claimed; in March 1968 there appeared at the Geneva Motor Show the 1.6-litre (1565 cc) 84 PS TS[18] which could top 100 mi/h. An automatic transmission version, originally designated the Renault 16 TA, was introduced at the Geneva Motor Show early in 1969.[19] The top-line model was the TX, launched at the Paris Motor Show in October 1973, featuring a 5-speed manual transmission[18] along with power front windows and central door locking, one of the first family cars in Europe to include these.
Sales of the TX were less than stellar, as with the entire 16 lineup, due to the effects of the 1973 oil crisis. The TX Automatique's introduction was delayed in order to lower its fuel consumption to the level of that of the manual model. In October 1974 the chrome grille was replaced with a black plastic grille, except for on the 16 TX. This change did not apply in Sweden where a version of the chrome grille that incorporated headlight wipers, as required there since 1974, kept being used until 1980.[20] In 1975 the automatics were discontinued, while the regular engine was switched to a 66 PS version of the TX's 1647 cc unit. The 16 L's power decreased to 55 PS, and could now be run on the lowest-octane fuel. In 1976 the L was replaced by a version of the TL with the same 55 PS engine. The TS was discontinued in 1976.
The American-market model arrived in late 1968 for the 1969 model year and was marketed as the Renault 16 Sedan-Wagon. The single headlights were replaced by twin sealed beam units, while slightly altered bumpers increased the overall length to 4270 mm. Its 851-02 engine combined the head of the 1470 cc base engine with the block of the 1565 cc unit and had a maximum output of 62 PS DIN (70 PS SAE) at 5200 rpm.[21] Sales continued into 1972 but only in very small numbers. The R16 had already been imported to Canada, and was then assembled there in the Renault-SOMA plant in Saint-Bruno-de-Montarville until 1974.[11] A variety of different side marker lights and also some different taillights were installed on these cars.[22]
Production of the R16 continued until 1980, five years after the arrival of its official successor, the larger Renault 20, with the Renault 18 saloon and estates continuing as Renault's only offering of this size in Europe. By the time the R16 ceased production most other European manufacturers had at least one hatchback on sale, although most cars of the R16's size were still sold as saloons or estates; the exceptions were the Austin Maxi, Talbot Alpine (previously sold as a Chrysler or Simca) and Volkswagen Passat. Renault did not build a hatchback of this size again until the hatchback version of the Renault 21 was launched in 1989.
The 16 had no direct competitors until the arrival of the Alec Issigonis designed Austin Maxi in 1969, but the Austin Maxi was not a strong seller outside of the UK.[15]
