Phase 1 (1983-1988): The dawn of an automotive revolution
The Renault 25 rises like a phoenix in the early 1980s, a time when Renault, a cornerstone of French industry, faces an unprecedented financial storm. Under the leadership of Bernard Hanon, appointed CEO in 1981, the diamond-logo brand amasses colossal losses exceeding 10 billion francs between 1979 and 1982, amid an oil crisis, rising production costs, and intensifying competition. Nationalized since 1945, Renault operates under state oversight, which demands a swift recovery while upholding ambitious industrial goals. It’s in this tense atmosphere that the Renault 25 is born, unveiled with fanfare at the Paris Motor Show in November 1983, tasked with a bold mission: to compete with German luxury titans like Mercedes-Benz and BMW, restoring France’s prominence in the premium sedan segment.
The project, codenamed « L35, » is a monumental endeavor, the result of collaboration between Renault’s engineers, designers, and strategists. Leading the charge is Robert Opron, a visionary designer whose tenure at Citroën (with masterpieces like the SM and CX) showcases his forward-thinking approach. Assisted by chief engineer Gaston Juchet, Opron breaks with the stylistic norms of the era. While the Mercedes W123 and BMW 5 Series E28 sport angular, conservative lines, the R25 boasts a sleek, aerodynamic silhouette with an exceptional drag coefficient (Cx) of 0.28, outpacing its rivals (Mercedes W123: Cx 0.36; Peugeot 604: Cx 0.33). Measuring 4.71 m long, 1.80 m wide, and 1.41 m high, it adopts a hatchback design with a tailgate—a rarity in the luxury segment—blending elegance with practicality. With a trunk capacity of 442 liters, expandable to 1,238 liters with the rear seats folded, it offers unexpected versatility, though this choice sparks debate: some praise its modernity, others see it as a departure from traditional sedan prestige.
The development of the R25 is a massive financial gamble, with an estimated budget of 700 million francs (roughly 210 million euros today, adjusted for inflation), mobilizing the Sandouville factory in Normandy, upgraded for the occasion. This site, a hub for premium models since the Renault 16, becomes the production heart, with assembly lines capable of producing up to 1,000 vehicles daily at peak capacity. The goal is clear: to create a technologically advanced sedan appealing to a broad audience—from senior executives to business owners and performance enthusiasts—while remaining more affordable than its foreign competitors. The R25 Phase 1 stands out from its launch with a groundbreaking innovation: it becomes the world’s first production car equipped with voice synthesis. Dubbed « the voice of the R25, » this technology, developed with Philips, features a recorded female voice alerting the driver to issues like « the front left door is ajar, » « oil level is low, » or « headlights are still on. » This feat, refined over months to minimize glitches, is both a marketing masterstroke and a symbol of Renault’s futuristic ambitions, though it divides users between awe and annoyance.
Under the hood, the R25 Phase 1 offers a diverse range of engines, all longitudinally mounted, a technical legacy from the Renault 20 and 30. For economy-minded buyers, the 2.1 naturally aspirated Diesel (J8S) delivers 63 hp at 4,500 rpm, with a frugal 7 L/100 km consumption and a top speed of 145 km/h, ideal for corporate fleets. The 2.1 Turbo Diesel (J8S Turbo), with 85 hp at 4,000 rpm, strikes a better balance, reaching 165 km/h and a 0-100 km/h in 14 seconds, while staying efficient at 7.5 L/100 km. Gasoline options start with the 2.0 (J6R) at 103 hp at 5,500 rpm (175 km/h, 12 s to 100 km/h), followed by the 2.2 (J7T) at 121 hp (185 km/h, 10.5 s), both featuring Bosch electronic injection for improved efficiency. But it’s the V6 engines that embody the R25’s premium soul: the 2.7 PRV (Z7U), developed with Peugeot and Volvo, produces 144 hp at 5,500 rpm, hitting 200 km/h and 0-100 km/h in 9.5 seconds, with a 10 L/100 km consumption. The crown jewel arrives in 1985 with the 2.5 V6 Turbo (Z7U Turbo), boosted to 182 hp (note: adjusted here; often listed as 205 hp in later versions), capable of 225 km/h and a 0-100 km/h in 7.5 seconds, challenging the BMW 525i (170 hp, 210 km/h) and nearing the Mercedes 300E (188 hp, 227 km/h).
The R25’s mechanics rely on balanced technical choices. Up front, McPherson struts with coil springs and a stabilizer bar provide decent handling, while at the rear, a semi-rigid axle with torsion bars and hydraulic shocks prioritizes comfort over sporty roadholding—a compromise criticized against the Citroën CX’s independent suspension or the Germans’ stiffer setups. Power steering, standard across all trims, is smooth but sometimes lacks feedback at high speeds. Brakes feature ventilated front discs on V6 models and rear drums (discs optional on top trims), delivering adequate stopping power, though improvable under heavy load. Weighing between 1,180 kg (TD) and 1,360 kg (V6 Turbo), the R25 remains light for its class, but its slightly front-biased weight distribution (60/40) can pose issues on wet roads, a flaw noted by testers of the time like Auto Plus or L’Automobile Magazine.
The Phase 1 interior is designed to dazzle and rival German luxury. From the TS trim, a digital dashboard with liquid crystal displays and voice synthesis immerses the driver in a futuristic vibe, a rarity when analog gauges still reigned. The fabric upholstery is comfortable, but the Baccara trim, launched in 1986, redefines Renault’s standards: full-grain Connolly leather (in black, beige, or gray), genuine burr walnut inserts, automatic climate control with a thermostat, power seats with lumbar adjustment and memory, and a Clarion 6-speaker audio system with equalizer. The standard 5-speed manual gearbox is precise and well-spaced, but an optional 4-speed automatic (AR4), smooth yet occasionally sluggish, appeals to buyers used to the comfort of Mercedes or Jaguar XJ models. Ergonomics are thoughtful, with accessible controls and a height-adjustable steering wheel, though some entry-level plastics fall short of German benchmarks.
In the market, the R25 Phase 1 launches with an entry price of 80,000 francs (about 25,000 € today, adjusted) for the TD, climbing to 150,000 francs (45,000 €) for the V6 Turbo Baccara. It positions itself as a cost-effective alternative to the Mercedes W123 (120,000 francs for a 230E) and BMW 5 Series E28 (140,000 francs for a 525i), while offering richer tech features. Between 1983 and 1988, around 480,000 units roll off Sandouville’s lines—a mixed but notable success for a brand seeking renewal. The R25 becomes a national icon, adopted in 1984 as François Mitterrand’s official car. Armored versions by coachbuilder Labbé, with 5 cm-thick glass and steel plating, are deployed for the Élysée, cementing its « car of power » image. It also wins over French elites—CEOs to senior officials—and sees moderate export success in Europe (notably Italy and Spain), though Anglo-Saxon markets, dominated by Germans and Jaguar, remain resistant.
Despite its strengths, Phase 1 has flaws that dim its shine. Reliability is its Achilles’ heel: the innovative voice synthesis frequently fails, as do power windows and heating systems. Corrosion of the underbody, due to inadequate rust protection, becomes a recurring issue, especially in damp regions. Against the rugged yet basic Peugeot 604 or the comfort-king Citroën CX with its hydropneumatic suspension, the R25 struggles to prove itself. Press reviews from L’Argus or Car and Driver praise its design and performance but flag these shortcomings as barriers to its premium aspirations. Still, it marks a turning point for Renault, embodying rare boldness and a desire to break from convention, laying the groundwork for a French identity in luxury automotive.
Phase 1 Summary: Engines and Trims
| Engine | Power | Top Speed | 0-100 km/h | Fuel Consumption |
|---|---|---|---|---|
| 2.1 Diesel (J8S) | 63 hp at 4,500 rpm | 145 km/h | 19 s | 7 L/100 km |
| 2.1 Turbo Diesel (J8S Turbo) | 85 hp at 4,000 rpm | 165 km/h | 14 s | 7.5 L/100 km |
| 2.0 Gasoline (J6R) | 103 hp at 5,500 rpm | 175 km/h | 12 s | 8.5 L/100 km |
| 2.2 Gasoline (J7T) | 121 hp at 5,500 rpm | 185 km/h | 10.5 s | 9 L/100 km |
| 2.7 V6 Gasoline (Z7U) | 144 hp at 5,500 rpm | 200 km/h | 9.5 s | 10 L/100 km |
| 2.5 V6 Turbo (Z7U Turbo) | 182 hp at 5,500 rpm | 225 km/h | 7.5 s | 11 L/100 km |
| Trim | Main Features |
|---|---|
| TD | Standard fabric upholstery, manual windows, hydraulic power steering, plastic hubcaps, 4-spoke steering wheel, basic interior lighting, 72 L fuel tank |
| GTD | Upgraded fabric upholstery, front power windows, remote central locking, basic voice synthesis, manual mirrors, automatic wipers, height-adjustable steering wheel |
| TS | Comfort fabric upholstery, front and rear power windows, full voice synthesis, digital dashboard, power mirrors, 14″ steel wheels, 60/40 split-folding rear bench |
| GTX | Premium velour upholstery, manual air conditioning, 15″ alloy wheels, cruise control (optional), front fog lights, front and rear center armrests, faux wood plastic inserts |
| V6 | Full-grain leather upholstery, automatic air conditioning, power seats with lumbar adjustment, Clarion 6-speaker audio system, height-adjustable headlights, heated mirrors, tinted windows |
| Baccara | Connolly full-grain leather (black, beige, or gray), burr walnut inserts, automatic air conditioning with thermostat, heated power seats with memory, advanced voice synthesis, 15″ unique alloy wheels, optional electric sunroof, premium Clarion audio system |
Phase 2 (1988-1992): A refined maturity
In July 1988, Renault unveils the R25 Phase 2, a critical evolution aimed at addressing Phase 1’s shortcomings while extending the life of a model that, despite selling 480,000 units, is losing ground to sharper competition. The Audi 100 C3 (1982), with its aerodynamic design and build quality, the Mercedes W124 (1985), a symbol of durability and prestige, and the Peugeot 605 (1989), France’s new star, redefine market expectations. This redesign unfolds during a transitional period for Renault, now led by Raymond Lévy, who takes the helm in 1986 following the tragic assassination of Georges Besse by the Action Directe terrorist group. Under Lévy, Renault returns to profitability in 1987 with 3.7 billion francs in profits, investing in the R25 to solidify its place in the premium segment before the Safrane’s arrival in 1992.
The Phase 2 exterior design is a subtle yet strategic refresh. The grille swaps vertical slats for modern horizontal ones, nodding to German trends, and highlights a larger, more assertive Renault logo. Bumpers, now fully painted in body color (farewell to Phase 1’s matte black), integrate redesigned fog lights on GTX and higher trims, while taillights stretch horizontally for a sleeker light signature and better visibility. The body retains its dimensions (4.71 m long, 1.80 m wide, 1.41 m high), but chrome side moldings on top trims (GTX, V6, Baccara) and streamlined mirrors add elegance. The Cx stays at 0.28, but aerodynamic tweaks—a discreet front spoiler, optimized vents—cut fuel use by 0.2 to 0.5 L/100 km depending on the engine, a modest but valued gain in an era increasingly aware of energy costs.
Inside, Renault tackles quality complaints with meticulous updates. The Phase 1 dashboard, often noisy and poorly assembled, is revamped with softer-touch plastics, tighter seals, and enhanced soundproofing, reducing the vibrations and creaks that irked owners. Faux wood inserts, panned for looking cheap, give way to genuine burr walnut on the Baccara, while mid-tier trims adopt subtler anthracite gray finishes. The glitch-prone voice synthesis gets a new, more reliable electronic module, though some clients, tired of random alerts, opt for deactivation at dealerships. Ergonomics improve: climate controls are repositioned for easier access, a center armrest with storage debuts on GTX and up, and seats gain extra padding for long-haul comfort. Costing an estimated 200 million francs (60 million euros today), this overhaul takes a pragmatic approach: modernize without overhauling the core, extending the model’s commercial viability.
The engine lineup evolves for efficiency and power. The 2.1 Diesel (J8S) rises to 70 hp at 4,500 rpm with optimized injection, offering 150 km/h and steady 7 L/100 km, perfect for high-mileage drivers. The 2.1 Turbo Diesel (J8S Turbo) climbs to 88 hp at 4,250 rpm with an improved fixed-geometry turbo, hitting 170 km/h and 0-100 km/h in 13 seconds at 7.2 L/100 km. Gasoline engines see the 2.0 (J7T) gain smoothness at 120 hp at 5,500 rpm (185 km/h, 10.5 s) via a recalibrated Bosch injection, while the 2.2 (J7T) reaches 123 hp (190 km/h, 10 s). The 2.7 V6 is replaced by a 2.8 V6 (Z7V) at 150 hp at 5,400 rpm, smoother and thriftier (205 km/h, 9 s, 10 L/100 km), and the 2.5 V6 Turbo (Z7U Turbo), held at 205 hp (adjusted to historical standard), gets a refined Garrett turbo to cut lag, reaching 230 km/h and 10.5 L/100 km. These upgrades pit the R25 against the BMW 525i (11 L/100 km) and Mercedes 260E (10.8 L/100 km) with a fuel economy edge.
The suspension is rethought for versatility. The semi-rigid rear axle, faulted for imprecision, is bolstered with 22 mm anti-roll bars (up from 20 mm), enhancing cornering stability without sacrificing comfort. An optional rear air suspension, exclusive to the Baccara, introduces Citroën-inspired auto-leveling, delivering exceptional smoothness on highways and absorbing bumps on backroads. Brakes evolve too: rear discs become standard on V6 and Baccara trims, while recalibrated front ventilated discs reduce fade under hard braking. The power steering, now sharper with revised tuning, improves driving feel, though the weight (1,180 to 1,370 kg, plus 20 kg with air suspension) remains a challenge on twisty routes.
Phase 2 trims enrich to meet discerning buyers. The base TD gains front power windows and central locking, boosting its appeal for professionals. The GTD adds manual air conditioning and an updated digital dash, while the TS offers thicker velour upholstery and heated mirrors. The GTX includes standard electronic cruise control, front and rear fog lights, and burr walnut inserts, targeting tech-comfort fans. The V6 offers optional heated seats, automatic climate control with a thermostat, and an 8-speaker Philips audio system, while the Baccara hits luxury peaks with reworked full-grain leather (black, gray, or burgundy), heated power seats with memory, air suspension, an electric sunroof, and a leather-wrapped 3-spoke wheel. Prices range from 90,000 francs (27,000 € today) for the TD to 180,000 francs (55,000 €) for the Baccara V6 Turbo, staying competitive with the Audi 100 (110,000 francs for a 2.2) or Peugeot 605 SRi (130,000 francs).
From 1988 to 1992, Phase 2 adds about 300,000 units, bringing the R25’s total to 780,000. It gains better reliability with partial underbody galvanization against rust and sturdier electronics, though occasional issues persist. Commercially, it holds its French and European base (notably West Germany, drawn by its price), but struggles to break through against German brand dominance. In 1992, the R25 bows out for the Safrane, a more conventional sedan better suited to the ‘90s market. Its legacy endures: it proved Renault could aim for luxury with daring, influencing later models like the Vel Satis and Latitude, though none recaptured its cultural icon status.
Phase 2 Summary: Engines and Trims
| Engine | Power | Top Speed | 0-100 km/h | Fuel Consumption |
|---|---|---|---|---|
| 2.1 Diesel (J8S) | 70 hp at 4,500 rpm | 150 km/h | 17 s | 7 L/100 km |
| 2.1 Turbo Diesel (J8S Turbo) | 88 hp at 4,250 rpm | 170 km/h | 13 s | 7.2 L/100 km |
| 2.0 Gasoline (J7T) | 120 hp at 5,500 rpm | 185 km/h | 10.5 s | 8.5 L/100 km |
| 2.2 Gasoline (J7T) | 123 hp at 5,500 rpm | 190 km/h | 10 s | 9 L/100 km |
| 2.8 V6 Gasoline (Z7V) | 150 hp at 5,400 rpm | 205 km/h | 9 s | 10 L/100 km |
| 2.5 V6 Turbo (Z7U Turbo) | 205 hp at 5,500 rpm | 230 km/h | 7.5 s | 10.5 L/100 km |
| Trim | Main Features |
|---|---|
| TD | Comfort fabric upholstery, front power windows, remote central locking, hydraulic power steering, redesigned 14″ hubcaps, height-adjustable steering wheel, basic voice synthesis, 72 L fuel tank, automatic wipers |
| GTD | Premium fabric upholstery, manual air conditioning, front and rear power windows, full voice synthesis, power mirrors, 14″ steel wheels, front center armrest, dual interior lighting, 60/40 split-folding rear bench |
| TS | Standard velour upholstery, front and rear power windows, upgraded digital dashboard, advanced voice synthesis, heated mirrors, 15″ alloy wheels, front fog lights, 3-spoke steering wheel, velour floor mats |
| GTX | Luxury velour upholstery, automatic air conditioning, electronic cruise control, unique 15″ alloy wheels, height-adjustable headlights, front and rear center armrests with storage, burr walnut inserts, Philips 6-speaker audio system |
| V6 | Full-grain leather (black or gray), automatic air conditioning with thermostat, power seats with memory, cruise control, front and rear fog lights, power-folding mirrors, tinted windows, Philips 8-speaker audio system |
| Baccara | Full-grain leather (black, gray, burgundy), genuine burr walnut inserts, dual-zone automatic air conditioning, heated power seats with memory and lumbar adjustment, rear air suspension, advanced voice synthesis, exclusive 15″ alloy wheels, electric sunroof, premium Philips 8-speaker audio system, leather-wrapped steering wheel |
A lasting legacy in French automotive history
From 1983 to 1992, the Renault 25 navigates a pivotal decade for French automotive industry, swinging between crisis and revival. With 780,000 units produced, it embodies an extraordinary ambition: to democratize luxury within a mainstream brand, defying conventions and German giants. Its innovations—voice synthesis, aerodynamic design, diverse engines—captured imaginations, though uneven reliability and fierce competition curbed its global rise. A car of presidents under Mitterrand, ambitious executives, and tech enthusiasts, the R25 remains an icon of the 80s-90s, a symbol of French daring and creativity. Its influence echoes in Renault’s later ventures like the Vel Satis and Latitude, and it endures as a nostalgic treasure for car buffs, celebrated at collector gatherings and online forums in 2025.