Renoir still wasn’t present in Gasmea, and only grey imports of Renoir cars populated the road. The IMC consortium saw the Grand Fourgon and saw great potential to sell it under the Weller brand in Gasmea. For that reason, IMC developed an engine in the style of the Renoir D-engines. The 4.0 D was a cast-iron inline six designed for maximum reliability. With 142 horsepower, the 3998 ccm engine offered noticeably better performance, without load only 13,3 seconds were needed to get up to 100 kph, and 172 top speed were very fast considering the terrible aerodynamics, but under real conditions, more than 140 was very hard to get. 18 liter consumption were only two more than the 2.3 TD, and $15.900 only 2.100 more than the small brother, so the car was a great offer. Not only the larger engine was included in the higher price. As the distances were longer in Gasmea, the interior had better seats, better noise cancelling and a radio. In Gasmea the car had Weller badges, in Frunia and Hetvesia it was sold as Renoir, but very rare. Between 1976 and 1982 respectable 66.000 Weller Super Duty were sold, but only 14.200 Renoir Grand Fourgon 4.0D.
The Compagnon now faced its 12th year, and designer Dubois had the difficult task to let a totally outdated car look ready for the 80s. This resulted in the rather unusual styling, while the technical part remained … conservative, to describe it carefully.
The switch to unleaded fuel resulted in a power drop, now the 1100 only offered 46 horsepower in the Phase III model. But as a budget car, the sales were still competetive in Frunia and Hetvesia, and in Archana it still sold frequent as family car.
Despite the power drop, the car was still quite agile and had 100 kph on the odometer after 15,2 seconds, and 136 top speed were enough to drive on a highway. Only the consumption showed the age, as 9,4 liter unleaded were too much for a car of this class. On the other hand: It was reliable and cheap. For $ 10.700 a car to buy, run and to throw away a few years later.
If you wanted the better “TL” trim, automatic transmission was mandatory. The thinner model lineup showed that the Compagnon wasn’t something Renoir still put a lot effort in.
With the 1.4 liter engine from the Constable, 63 horsepower mated to a three-speed automatic allowed for good performance, running 145 kph and accellerating in 14,2 to 100. Again, the consumption was a low point, 9,9 liter were too much, but better than the 1.0 engine that needed 9,4 while offering less power, lower trim and no automatic. For $ 11.600 the car still sold good in all three Renoir markets.
Renoir considered dropping the sport versions, but after the protest of the buyers Renoir took a TL and changed the transmission to a four-speed manual and installed a sportier suspension setup.
The 1400 TR for rather cheap $ 11.400 accellerated in brisk 12,5 seconds to 100 kph, and with a top speed of 150 it was fast enough to be once again a popular fun car. The consumption was identical to the 1100, so the larger Série C engines were still the more economical ones.
What if the Compagnon was still to large for your needs? What if you wanted a two-seater with maximum agility at minimum price? What if you preferred something unusual-looking over a decade-old design?
Then the Alouette was your car.
It had the 46 horsepower engine from the base Compagnon, but added the three-speed automatic from the TL, as Renoir considered that shifting manually is something city car buyers should avoid. With a length of only 2,9 meter and a weight of 545 kg, it handled like a Go-Cart despite the very simple chassis with front MacPherson struts and rear torsion beam - an advantage over the Compagnon that had a solid rear axle.
The interior was as cheap as in the base compagnon, but had a more progressive and daring design. The car did not even have front disc brakes as they were not needed for such a light car.
15,1 seconds to 100 kph, 128 top speed and 9 liter consumption - again the smallest Série C variant had not been a great deal in economy.
Although it was the cheapest new car with automatic transmission, the sales were at best mediocre for $ 10.000, and the main reason might have been the high consumption for a city car. A prototype with D engine was tested, but the Ds were still too expensive for small budget cars, so Renoir started developement for the “Série F” engines to replace the “Série C”.
The following year was a very important one for Renoir. The Constable was facelifted, but the base model remained unchanged.
The TL was now offered with a wagon body, having a standard interior and a basic 8-track stereo. The engine remained unchanged like in the Compagnon TS. 0-100 were made in 15,5 seconds, having a top speed of 138 kph. 11,6 liter regular unleaded consumption were ok for a family car, but the Série C started to show it’s age also in the larger Constable. Nevertheless it was a good offer for $12.300, selling very good as family car in Frunia, Hetvesia and also Archana, although it was quite pricey for Archanean standards.
The TLD returned with an updated engine, the 2.3D now had 77 horsepower, a growth of two. The exterior now differed from the lower trim, as the TLD had covered headlights like the Supérieur V6. Central locks, velour fabric and front power windows were some features of the premium interior, and the standard 8-track added even more comfort. The automatic now had four speeds, and the acceleration minimally improved to 14 seconds, while the top speed altered a little to 146 kph. The consumption dropped by 0,2 liter to 11,9, showing that the D engines really were thriftier than others. The price grew to $16.300, placing it in the family utility premium segment.
In 1978, Renoir also introduced one of their most popular model, the Chamonix. Unlike it’s predecessor, the Supérieur, the new flagship had a hatchback, a risky move in the large car segment considering Hetvesia, while Frunians were already used to the shape. While the Supérieur was only aiming at the premium segment, the trim range of the Chamonix was a lot wider.
A main goal was improving the efficiency, as the Chamonix was lighter, slightly smaller with a length of 4,50 meter and more aerodynamic. The large interior was now added by a larger and more versatile trunk, making it an almost perfect family car. The suspension was largely taken over, but the car switched to front-wheel drive, like usual in Frunia. Another improvement was the better overall reliability, as the Supérieur Phase II failed especially as V6 in this discipline.
The base trim was equipped with the 77 horsepower 2.3 D engine, offered for $15.500. The standard interior featured good seats, two interior lights (also one for the rear passengers), foldable rear seats, interval wipers, a complex ventilation system, lights in glovebox, trunk and the doors (if opened). The radio was just a basic AM one, and power steering was not standard. The light construction allowed for good performance, with clever use of the four-speed manual, the car had 100 on the odometer after just 13,5 seconds, and 162 kph top speed suited long highway trips, especially considering the rather low consumption of 10 liter.
As it was superior to the Constable in handling, refinement of suspension, noise cancelling and economy, it sold stable, aiming at those that wanted a good-handling car with great economy for frequent long-distance travel. Great load capacity and bearable service cost made it a good package for salesmen.
The 2.3D was also available with a better TL trim for $16.100, still less than the Constable TLD.
Visually the TL differed from the base model by a chrome frame around the rear plate indent and the window frame. The interior added a RPM counter and rear headrests as well as an 8-track-stereo. The most important upgrade was power steering.
The car was as fast as the base model, needing 13,6 seconds to 100 and going 162 kph, only the consumption was a little higher with 10,6 liter.
The TL was also available with a 2,0 liter V6, derived from the Série E. With two four-barrel carburetors, the engine delivered 163nm at 2900 rpm and 111 horsepower at 5700 rpm - definitely enough to propell the light car in a very sporty manner. The 175R14 wheels were upgraded to 185R15 to make use of the good suspension.
The sprint to 100 kph was made in 10,3 seconds, and 184 kph were impressive, mainly due to the good aerodynamics. A good score was the economy, as 11,4 liter regular were quite low for a six-cylinder family car without a fifth gear. So why buying the 2.3 TL then?
Well, the V6 was not only a lot more expensive with $18.900, the reliability was also noticeably lower as those of the simpler D engines. Nevertheless, the 2.0 TL sold good as family sport car.
For more comfort, Renoir offered the 2.0 TX for $20.700, featuring a four-speed automatic transmission, chrome grille with covered headlights, chrome mirrors, more chrome around the window frames, premium interior with velour fabric, front and rear armrests, power windows and mirrors and many other goodies. The radio was a standard 8-track, not too fancy, but adequate for a premium family car.
The much better trim affected performance, now needing 11,6 seconds to 100 kph, getting up to 180 top speed. 12,3 liter comsumption were not sensational but a good result for a car that comfortable. In Frunia this car sold among the top family premium cars, in Hetvesia with almost the same success, and in Archana this car worked very well as family premium and premium car, selling a lot better than the Supérieur before.
The top model for $24.200 was the 27 TXL, coming with a revised version of the 2,7 liter V6, now delivering 154 horsepower and using a single-point injection system. The car had larger headlights with extra foglamps, hydropneumatic suspension and a premium stereo as upgrades from the TX.
It made the sprint to 100 in only 8,8 seconds and crossed the magical 200 kph border with running 202 kph top speed. The hydropneumatic made it thirsty, needing 15 liter for 100 kilometer. Nevertheless, the car sold great in Frunia, especially as company car for leading employees and self-employed people. Hetvesians were not that enthusiastic, but bought the TXL in also quite large amounts.
After eight years, the Vainqueur was no longer competetive and the compromise between sportiness and comfort was no longer needed, as it was now also offered with the 2,7 liter V6.
V6 or V12 was not a question of power, as both engines were equal in horsepower. With a manual transmission, the Vainqueur 27/6 was as fast as the Chamonix TXL, needing 8,8 seconds to 100 kph, but it was capable to reach 212 kph top speed for 14,9 liter regular.
For $ 28.600 it sold great as GT car in all three Renoir markets, still making profit from the extravagant shape and technology.
The V12 with 157 kph for $36.500 still featured the FSA three-liter engine, now adapted to unleaded fuel. It added a four-speed automatic and a luxury stereo system with ten speakers, digital equalizer and different sound programs.
The car was by no means sporty, as it was tuned for maximum comfort and drivability, needing long 10 seconds to 100 kph and having a top speed of 207 kph for 17 liter regular unleaded - the high price made it rare, but especially elder rich people in Frunia loved this car as few matched it in style, comfort and prestige despite the mediocre performance considering it had a V12.
The Vainqueur was sold until the end of 1983 - a very long model run for Renoir’s most unique luxury vehicle.