More than an old car #221: Renault Megane II Sport Tourer

Once a while, I look through my ever-growing archives and struggle to think of what to post next. After some thought, I decided on this rather unique 2004 Renault Mégane II wagon, which I had never seen before until then (and also not any time soon...)! 

The Mégane II series, introduced in 2002, marked a dramatic departure from its predecessor’s conservative looks. Designed by Patrick Le Quément, the Mégane II embraced sharp angles, a unique rear end, and a higher beltline. The Grandtour wagon variant (known as the Sport Tourer in Singapore), took this avant-garde styling and stretched it into a longer, more versatile format without losing its visual appeal. It maintained the hatchback's quirky charm while offering a more practical rear cargo area, making it a solid choice for drivers who wanted utility without resorting to a bulky SUV. Interestingly, the wagon was sold in RHD for the first time.

The interior of the Mégane II wagon was thoughtfully laid out, if not luxurious. High-quality plastics, digital instrument clusters (on some trims), and well-contoured seats helped create a pleasant environment. Cargo capacity was an impressive 520 liters of boot space with the rear seats up, and more than 1,600 liters with them folded down. Safety was a standout trait for the Mégane II range, with multiple airbags, ABS, and electronic stability control contributing to its strong Euro NCAP crash ratings

Renault offered the Mégane II wagon with a range of petrol and diesel engines. This automatic unit was powered by a 1598 cc K4M i4 engine, allowing it to reach a top speed of 180 km/h with an acceleration of 13.2 seconds [0-100 km/h]. It was 4500 mm long and weighed 1260 kg, with a fuel consumption of 7.7 litres/100 km.

Production of the Mégane II ended in 2008, though it continued to be manufactured in Brazil and Iran until 2012. The Sport Tourer was sold in Singapore in 2005 by Exklusiv Auto Services, where it retailed at $83,888 with COE. Local reviews noted its ride comfort and large boot space, but the transmission was noticeably jerky. 

Seeing this unit was entirely accidental: I had headed to the market for groceries when I saw this curious-looking car coming from the other direction. It took me a while to register it as a Mégane wagon for I had never come across one until that day. Fortunately, the driver had parked it a bit further away and I was able to marvel at this unique specimen. No more Mégane II wagons still exist here to the best of my knowledge. While it might not have stood out, it stands as a testament to Renault's willingness to innovate in the compact car segment. Hopefully you would be able to see another one of this rarity on our roads some day!

 

More than an old car #217: Renault 5 Gordini Turbo

 

Ever since I was made aware of this interesting 1984 Renault 5 Gordini Turbo on our shores, it had always remained at the priority of my spotting to-do list. It just so happened that someone in a group chat posted a picture of it at one of the workshops; this caught me by surprise as the last pictures of this car were taken at some other workshop far away. Naturally, I made a beeline to see it after work and finally got to see this elusive unit in the flesh!

First introduced in 1972, the Renault 5 was designed by Michel Boué in his spare time. When Renault executives learned of Boué's work, they were so impressed by his concept that they immediately pushed to make his concept into a reality. The car featured a steeply-sloping rear hatchback, and the tail lights were originally intended to be on the C-pillar. The 5 was marketed to the cost-conscious and as such, the first engine available was only 800 cc before it was upgraded to 845 cc.

In 1976, the Alpine/Gordini was launched, featuring a larger engine and stiffer suspension. It was one of the first hot hatches before the well-known VW Golf GTI. Renault could not use the Alpine name in the UK due to a copyright, and thus they named the car after Amédée Gordini, a French car tuner with links with Renault and previous sporting models. Subsequently, the Alpine/Gordini Turbo appeared in 1982 as an evolution of the naturally aspirated Renault 5 Gordini.

The Gordini Turbo was relatively agile, with responsive steering and lively handling that encouraged spirited driving. However, it was usually outshone by the legendary Renault 5 Turbo; the main difference was in the engine's location behind the driver (instead of being in front as with the Gordini Turbo), along with fender flares and a more aggressive look. The Gordini Turbo benefited from some of the racing pedigree that was established by the more powerful 5 Turbo/Turbo 2: it was a popular choice for amateur racers and club-level motorsport, providing an affordable entry point into competitive driving. The Gordini Turbo was powered by a 1397 cc C6J turbo inline-4 engine, allowing it to reach a top speed of 186 km/h with an acceleration of 9.1 seconds [0-100 km/h]. It was only 870 kg and 3558 mm long, with a fuel consumption of 12.6 litres/km.

Production of the Gordini Turbo ended in 1985, though the whole model officially stopped in 1996. This particular unit is noted to have Turbo 2 fenders and badging, and more impressively its engine has been converted to the mid-engine layout. Turbo 2s were never made in RHD, but I would never have guessed that the engine had also been moved to pass off this Gordini Turbo as the actual Turbo 2 - makes you wonder about its history doesn't it? Interestingly, another Renault 5 unit surfaced a few years back which was never registered: RHD conversions of Turbo 2s are possible, but it could very well be a Gordini Turbo converted to a Turbo 2. 

Gordini Turbos were sold here in 1982 by then-Renault dealer Exklusiv Auto Pte Ltd, where it retailed for $36,125. A conversion kit to the 5 Turbo 2 could be had for an additional $20,000. While the Gordini Turbo may not be the most famous hot hatch of its era, it played an important role in Renault’s performance car history. With its engaging driving dynamics, turbocharged punch, and motorsport roots, it remains a hidden gem for those who appreciate classic hot hatches. It is also more amazing that we still have 1 here that had remained hidden for so long...hopefully the work done to the car will allow it to tear up the roads like before!

 

More than an old car #210: Renault Laguna

I always have a soft spot for wagons, partly because I was attracted to their long flowing lines and overall road presence I guess! Combined that with an eye for the eclectic after years of spotting, I was made aware of this 2002 Renault Laguna Initiale Sports Tourer: I had seen one some time back, but inertia did not allow me to start writing about it. Hopefully this marks a better change in terms of output?

First released in 1994, the Laguna was the replacement of the Renault 21. Its flowing lines was inspired by the larger-sized Safrane, and the design work by Patrick Le Quément was elegant enough to win the "Most Beautiful Car of the Year (an award by the FIA) in 1994. Renault focused on quality, and as such it featured an ergonomic interior with easy-to-reach controls. The second generation, also called the Laguna II, was launched in 2001. Similar to its predecessor, it was available as a 5-door hatchback and a 5-door estate (known as the Sports Tourer/Grandtour), as well as various engines and trims. 

Among other things, the car featured 'keyless' entry using a credit card-styled device to unlock the car and start the engine. Despite it being one of the first to do so in Europe, many problems arose due to this issue. The Laguna II's reliability was further damaged by engine failures, suspension and steering issues especially in diesel models. Curiously, it was the first vehicle available in Europe to achieve 5 stars in the Euro NCAP crash test result. There was a facelift in 2005, with the front design matching that of the Megane as well as introducing an electronic handbrake.

The top-of-the-line Initiale trim had cruise control and speed limiter, which was not present in other trims. On top of that, it had xenon headlights and memory seats for the driver among other creature comforts. This Laguna wagon was powered by a 2946 cc Renault L7X engine, allowing it to reach a top speed of 230 km/h with an acceleration of 8.3 seconds [0-100 km/h]. Its dimensions were 4695 x 1772 x 1443 mm and weighed in at 1510 kg, with a fuel consumption of 10.3 km / litre.

Production of the Laguna II ended in 2007 with 1,108,278 made in total, though exact splits are not known. Lagunas were sold in Singapore back in 1991, and the Laguna II (only the 2-litre version) was distributed by Exklusiv Auto Services in 2002, where it retailed for S$108,888. Local reviews praised the 'high-tech' keyless entry, its solid construction and stable suspension, though there were gripes with the transmission and the performance of the 2-litre engine. None are known to remain, and the last wagon I knew of disappeared in 2020. 

This particular unit with the 3 litre engine is most likely an import from elsewhere, and it does not appear to be registered: as to why it was even brought in is anyone's guess...perhaps to fit the hotel's name? People do not generally think much of French cars, and the issues that plagued the Laguna would have had confirmed pre-existing bias. The fact that we still have one here (although not driven) is a miracle in itself, and I hope you have the chance to see it some day!

Historic classic rides #3: Renault 12

For this particular historic piece, I try to cover cars that existed here previously but have gone the way of the dodo. It is more interesting to see the large variety of classics we had previously, but unfortunately were unloved for some reason or another to keep them till today. This 1972 Renault 12 TL is a prime example of an unexpected classic that you would not have seen before!

The Renault 12 was first conceived in 1964, where it was known as Project 117. Some of the criteria included having a roomy interior, reliable for export markets, economical and easy to produce. It was supposed to be a new model that bridged the gap between the Renault 8 and Renault 16. The body styling took cues from the 16, though the engine was placed in front of the wheels instead. Initially available only as a 4-door sedan in 1969, a 5-door estate and 3-door van version were introduced in the 70s. The TL trim featured door armrests, separate reclining seats and even a vanity mirror. It was powered by a 1289 cc Cleon-Fonte i4 engine, allowing it to reach a top speed of 148 km/h with an acceleration of 15 seconds [0-100 km/h]. It was 4348 mm long and weighed only 950 kg, with a fuel consumption of around 14 litres/100 km.

Production of the 12 ended in 1980 where it was succeeded by the more successful 18. Around 2.5 million units were made, where it was built in places such as Romania, Oceania and South America. While it received praise in European markets for its spacious, comfortable interior, styling cues and low fuel consumption, it was criticised in the US market for being too noisy, having heavy steering and a less-than-ideal ventilation system. In Singapore, the R12 first appeared in 1970, where it was sold by Progress Motors Limited.

As of today, none are known to exist here and it seems like no one has tried to import one too. It is a quirky car that looks really normal, and I often wonder why people do not really hold on to French classics compared to German ones. It was able to transport people in comfort, reliable and even helped to save fuel...I would love to see one in Singapore someday. Not many people would remember that this car existed, and I certainly did not know about it had I not come across this archive picture. I hope this has been an interesting trip down memory lane, do let me know if you want to see a specific car being covered here!

More than an old car #107: Renault Megane I

It is natural that most people will go for the more well-known classic cars, and it is something that I do as well. Yet, I do keep an eye out for nondescript cars as well and I was rewarded with seeing these rare 1999 Renault Megane Is!

The Renault corporation was founded in 1899 by Louis Renault and his brothers. Initially, they started out making taxis and became France's largest car manufacturer. They also ventured into car racing after seeing the publicity it could generate from the activity. Previously, the smallest Renault car on the market cost the equivalent of 10 years pay of an average worker, so they introduced mass production techniques to make it more accessible to the public. Its logo, in the shape of a diamond, appeared in 1925 and it signified Renault's desire to project a strong and consistent corporate image. The yellow background appeared in 1946 after the company was nationalised. During World War 1, it branched out to the manufacture of aircraft engines and bullets, and its factories were heavily bombed during World War 2. Louis Renault passed away in 1944 and his company was formally nationalised.

After the war, Renault enjoyed a period of commercial resurgence, with popular cars such as the Renault 4 and the compact Renault 5. It also established itself as a worthy competitor in racing and partnered with American Motors Corporation (AMC) to enter the US market with mixed success. In the 1980s, it underwent a restructuring exercise by cutting costs and selling non-essential assets. It was privatized in 1996 and entered into an alliance with Nissan and Mitsubishi in 1999, which together sells 1 in 9 vehicles worldwide. Most Renault cars remain popular in Europe and it is well-known for being economical.

The Megane started out life as the X64 and was destined to replace the Renault 19. Prototypes were designed back in 1990 and the first production car was unveiled in 1995. Its name is derived from the Greek root "mega" (great) and was supposed to evoke a futuristic female personality. Renault placed great emphasis on safety, where they included a 3-point seatbelt for the middle rear occupant, driver and passenger airbags among other features. A variety of body styles and engines were available, such as sedan, hatchback, estate coupe and cabriolet. A facelift was carried out in 1999, featuring the teardrop headlights like these units here.

The sedan was powered by a 1598 cc K7M i4 engine, allowing it to reach a top speed of 191 km/h, with an acceleration of 12.4 seconds [0-100 km/h]. The cabriolet was powered by the same engine, but it could reach a top speed of 200 km/h with an acceleration of 10.1 seconds [0-100 km/h]. The sedan was 4436 mm long and weighed 1105 kg, while the cabriolet was 4081 mm long and weighed 1100 kg.

Production of the 1st-generation Megane ended in 2002 with 5 million made in total, of which only 65,000 cabriolets were sold. However, as with unloved old cars here, I presume there are only less than 5 in Singapore. The sedan were first sold here by Exklusiv Auto in 1997 after they premiered a LHD unit in their showroom. For some reason, French cars were not that popular, partly due to prohibitively expensive parts and low resale value. As a result, many were scrapped upon reaching 10 years old.

It seems that the convertible has some sort of funky bodykit: it definitely wasn't a standard feature. What I inferred from looking at the convertible was that it had been de-registered for quite some time, apparently long enough for leaves to gather in the engine bay. Recently, I received information from the previous owner of the cabriolet, who shared that it was never officially sold here. Instead, only 3 were imported and this particular one was the last one standing! He had owned the car for 12 years, where he fitted the bodykit to make it more fun to drive.

The sedan was also de-registered as recently as April, and I wasn't aware of their existence until then. Some cars are indeed less collectible than others, and this is exactly what I aim to achieve with my blog: to document all kinds of old cars before they are gone for good!