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Tony very accurately describes his 1978 Renault as ‘Uniquely stylish’, for the 16 could never be confused with any other car. It is a vehicle that revels in its idiosyncrasies such as the virtually hidden handbrake and the many and various ways of arranging the passenger accommodation. After all, very few cars can boast a rear seat folding mechanism that involves suspending the backrest from the grab handles.

Most importantly, XNV 16 S is a prime example of one of the finest cars of its generation. The original 16 debuted in 1965 and was appointed Car of The Year 1966. Renault unveiled the TX in autumn 1973 at the Paris Motor Show, and the new flagship 16 was instantly recognisable via its quad headlamp, roof spoiler and Gordini sports wheels. It also anticipated the 1975 30TS, the company’s first large saloon since the demise of Frégate in 1960.

Power from the TX was from a 1,647cc four-cylinder engine, and the specification included a map lamp, tinted glass, full instrumentation and a five-speed steering column-mounted gear change. Tony remarks that last-named takes ‘some getting used to’. There was also, and very unusually for the early 1970s, central locking and electric front windows, which almost certainly caused a sensation at any Sainsbury car park

By that time the 16 was a familiar sight in the UK; Renault had sold in the region of 64,000 since 1966. The cost of a British-market 16TX was £1,894.75 – £21 more expensive than a Saab 99 but £55 cheaper than a Lancia Beta. ‘Surprisingly, it’s not illegal, immoral or fattening’ boasted Renault GB. It had no direct UK-built rivals -  BL was disinclined to create a luxury version of the Austin Maxi - while French motorists regarded the TX as an alternative to the Citroën D Super.

Motor of 15th June 1974 praised the 16’s ‘exceptional ride’ and ‘very sumptuous seats’. In July of that year, Car magazine compared the TX with the Audi 80 GL and the BMW 1602 and stated the ride quality was superior to ‘the vast majority of cars. There are perhaps two or three really expensive luxury saloons that are as good, but none that are better’.  Motor Sport of May 1975 noted the 16’s unconventional fascia – ‘What looks like a shallow cage, along the base of the screen to retain small animals, is, in fact, a vent, adjustable in sections’.

The test concluded with the very accurate observation ‘To some extent the 16 has dated. But it remains a fascinating car, nevertheless’. Production ended in January 1980, and today just eight TXs are believed to remain on the road in the UK.

Mr. Horwood has previously owned a TL Automatic – ‘a lovely car, but it never claimed to be sporting’ – and he highly praises XNV’s comfort – ‘the seats are like armchairs’. As for that distinctive colour scheme, he recently discovered that French-market 16s were never available in red ‘as that was reserved for the fire brigade’.

Perhaps Stirling Moss best summarised the appeal of the 16 when he wrote in 1970 that it was ‘the most intelligently engineered automobile I have ever encountered and I think that each British motorcar manufacturer would do well to purchase one just to see how it is put together’. And three years later, a TX made so many other cars in the same price bracket look relatively mundane..

With Thanks To: Tony Horwood and The Renault Classic Car - http://www.renaultclassiccarclub.com/index.html

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