The Renault 30 holds a unique place in the history of French automobiles. Launched in 1975, it marks Renault’s return to the large saloon segment with an unprecedented V6 engine. Produced in 136,403 units until 1983, it never reached the expected volumes, but its technical choices deserve close examination.
The PRV Engine: A V8 Turned V6 for Cost Savings
One of the least detailed aspects of the Renault 30 concerns the very genesis of its engine. The PRV (Peugeot-Renault-Volvo) block that powers the car originated from an initial V8 project. Industrial constraints and the oil crisis of 1973 led the three manufacturers to trim the project by two cylinders, resulting in a 2,664 cm³ V6.
This choice has direct consequences on the engine’s architecture. The 90° angle between the two banks of cylinders, suited for a V8, generates additional vibrations in a V6. A 60° V6 would have been mechanically more balanced but would have required entirely new tooling. Renault, Peugeot, and Volvo preferred to maintain the original V8 angle to share production costs.
This compromise partly explains the character of the engine: generous torque at low revs, but a sound and vibrations that distinctly set it apart from contemporary German six-cylinders. To delve deeper into the characteristics of the Renault 30 V8, the detailed technical sheet allows for an assessment of the legacy of this architectural choice.
Renault 30 TS vs TX: Compared Technical Data
Two main versions coexisted. The TS, available from 1975, relies on carburetion. The TX, introduced in 1978, adopts Bosch K-Jetronic mechanical injection. The table below summarizes the measurable differences between these two variants.
| Criterion | Renault 30 TS (1975) | Renault 30 TX (1978) |
|---|---|---|
| Fuel Supply | Carburetor | Bosch K-Jetronic Injection |
| Power | 131 hp | 142 hp |
| Gearbox | 4 speeds (then 5) | 5 speeds |
| Top Speed | About 185 km/h | About 190 km/h |
| Trim | Standard | Enhanced equipment (electric windows, velvet upholstery) |
The shift to injection in the TX provides a moderate power gain but primarily improves mid-range flexibility and operational smoothness. However, fuel consumption remains high for both versions, a recurring complaint directed at the Renault 30 throughout its career.
The Turbo Diesel Version of 1981
From 1981, Renault offered a turbo diesel engine for the 30. This choice directly responds to the rising fuel prices following the second oil shock. The Renault 30 then became one of the few large French saloons to offer a diesel, anticipating a trend that would dominate the French market for three decades.
Body and Design: The Bet on a Hatchback for a Saloon
The Renault 30 shares its platform with the Renault 20 but stands out with its V6 engine and a higher level of finish. The design, by Gaston Juchet, features a rear hatch where German competitors (Mercedes S-Class, BMW 5 Series) offer traditional three-box sedans.
This hatchback choice harmed the car’s high-end image. The target clientele associated the hatchback with utility vehicles or compacts, not prestige saloons. The trunk volume gains versatility, but the model’s perception suffers lasting damage.
- Front-wheel drive, a technical choice that was uncommon in this segment in Europe at the time
- Independent suspension on all four wheels, ensuring comfort on the highway
- Hatchback with heated rear window, practical but poorly perceived by the market
- Power steering as standard, rare at the time on mainstream French models
Value and Rarity in the Youngtimer Market 2024-2026
The Renault 30 has long remained invisible in the collector market. The situation has evolved in recent years. Recent analyses of the vintage Renault market show a growing demand for models that have long been overlooked, sought after by enthusiasts wanting to stand out from the usual sports icons.
The available figures confirm this rarity. By early 2025, a specialized platform listed only three Renault 30s for sale, priced between 11,999 and 16,900 euros. The price range deemed consistent by the market is between 13,800 and 16,300 euros.
This price zone places the Renault 30 in an intermediate segment: above popular collectible Renaults (R4, R5), but well below sought-after Alpine or French sports cars. The low number of surviving examples in good condition contributes to stabilizing prices.
Why So Few Survivors
Corrosion is the main enemy of the Renault 30. The anti-corrosion protection of the 1970s was clearly insufficient, and the wheel arches, sills, and chassis rails are the most affected areas. An example without structural rust points is an exception in the current market.
- Specific body parts have become very difficult to find
- Mechanical components of the PRV V6 are still available thanks to sharing with Peugeot 604 and Volvo 264
- Original upholstery is often degraded, with velvet fabrics being fragile over time
The Renault 30 remains a niche model in the realm of French collecting. Its increasing rarity and the originality of its positioning, halfway between a family saloon and a representative sedan, give it a unique status. Well-preserved examples are now traded at prices that reflect this reality: little supply, discreet but steady demand, and restoration costs that discourage poorly prepared projects.
