Renault 30 TX, fancy the fidget

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Because it didn't get any more luxurious in the Renault showrooms, between 1979 and 1984, from where the original French made this magnificent attempt to put those grinded Germans to the gründliche crown in the Oberlass. Even then our eastern neighbors were already arrogantly in charge of this segment. Potential customers threw themselves as lemmings on the well-known range of BMW, Audi and to a slightly lesser extent on that of Mercedes-Benz and through their blinkers completely overlooked this chic car. Rücksichtslos.

His ass, that turned out to be the problem. Nice, sure, and also very handy. But unfortunately a bit too distinctive for the retaining clientele in this class. They didn't want a fifth door at all, but a traditional boot lid. Not very open-minded, literally. The luggage room in the 30 was indeed very spacious, but the access to it, too, and that practical fact aroused quite a bit of resistance. In contrast to his streamline, but the conservative German-Dwarfs didn't care. All the more to status and that Renault's beautiful topper was not awarded. By the way, it did not stop the persistent French from trying decently again a decade later with the 25. But that too beauty failed to tackle the Germans.

De Renault 30 TX fell out of tune among its more traditional competitors in an extremely attractive way. Joie de vivre, typically French and a beautiful design by Juchet Gaston. That typical French certainly also applied for its comfort. The French had a name to lose there, but the Renault 30 TX held it effortlessly high. Even with verve. The extremely comfortable suspension, the duvet-thick velvet, or optionally leather upholstery of the spacious furniture and the absence of annoying rolling and driving noises in the interior and especially luxury such as electric windows in front, central locking and an exterior mirror adjustable from inside made the promise of top class automobile fully true. Of course thanks in part to its excellent PRV V6 in the front, which made its debut in Peugeot's 504 Coupé. For the first time since WOⅡ, Renault had another large six-cylinder model in the price lists. The 2664 cc measuring and silky smooth running block delivered such an 130 hp in the standard Renault 30 TS. In this later top model Renault 30 TX the power through the fuel injection system increased to 144 hp. The bottom of the range was already formed by sister model from 1975 20, which was only available with four-cylinder engines and was recognizable by the single headlights, instead of the four round ones in the grill of the Thirty.

Because despite all the luxury on board, fine driving characteristics and an attractive appearance are just as good as few in this class. Afraid of being taunted and mocked by smuggling friends with a star, a stylized propeller or four rings in their grill. No status, that was the problem. Almost deadly, in the Oberklasse. Still, more than 40.000 found pieces of this one Renault 30 TX their way to a brave and thank goodness owner, before the curtain finally fell in 1984 and the Renault 25 this sub-topper. The King is Dead. Long Live the King!


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  1. Exactly what Bart writes, Audi was not allowed to participate in the Überklasse for a long time. And they all rusted in those days.

  2. I've had 2 R30s. first a TS and later a TD. The TS is still the nicest car I've ever owned. After 2 tons, however, he rusted away from under me, The TD after 165000 km has blown itself up.
    Handling was great, and 170 km/h you could sustain for a long time.
    Too bad, I'd still like to have a car like that.

  3. Fantastic car, totally misunderstood indeed.
    However, it is not the case that the German Three were dominant in the Upper Class at the time. Audi just came to have a look and only became Salonfähig in the second half of the 80s. Mercedes and BMW yes. But also brands such as Jaguar, Lancia, Saab, Volvo, Peugeot, Citroën, Fiat, Opel thus claimed their share of the pie. The Renault 25 was also a success, popular at home and abroad. Its successor, the Safrane, was also a bestseller in itself, especially by French standards. After that it was unfortunately over with the fun. The only one that was still serious was the Espace. The inimitable Vel Satis unfortunately did not bring the success he deserved.
    Humanity, as far as I am concerned, is seriously failing by just looking at the Fat German Three. Especially nowadays; all the factors that distinguished these cars have now been overtaken by most other manufacturers, only, indeed, the image remains for them.

  4. In its early years, the PRV block certainly did not run smoothly, but had the reputation of being both cautious and listless. It didn't sound good either and the carburetor versions were huge barges. Apart from the comfortable seats, the interior was designed without any imagination and the finish was terrible. However, it rusted less hard than other models of the Direction Renault, then still a state-owned company. After the facelift of 79 I think it got better and an 20 with a diesel was a nice car but then she didn't want anyone anymore. The successor 25 was much better in all respects and also sold reasonably

  5. Distinctive car indeed .. But what a lot of rust ...
    The German Uber class, however, was only for BMW and Mercedes at the time.
    Audi was by no means a top brand, but an expensive Volkswagen with the same rust problem as the French and Italian competitors.

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