When Chrysler purchased AMC in August of 1987, my new Renault Medallion became an orphan. The Renault/American Motors joint debacle that began in 1979 had ended with a whimper, as the sun set on the last of the independent American automakers.

Chrysler’s motivation was the acquisition of the Jeep vehicle line. Conditions of the sale included a commitment from Chrysler to continue offering the Renault (re-badged “Eagle” in 1989) Medallion in both sedan and wagon version. To their credit, Chrysler stood by the Medallion, which resulted in the greatest customer appreciation I have experienced with any of the “Big 3" automakers; though my individual dealership no doubt accounted for a portion of this goodwill.

“The Creation Of Medallion - 1988”
Title of original 1st year 42-page dealer brochure

Renault’s non-controlling interest in AMC became a distribution and sales arm for selections from its domestic line-up. The Medallion is a Renault 21 - a long-running and very successful car throughout Europe, akin in size to intermediate offerings such as the Ford Granada and Chevy Celebrity. Its four door configuration and “Three Box” design is typical of the period; a precursor to the “Cab Forward” movement of the 1990s.

French Luxury at a snail’s pace...

Like any large automaker, Renault had its share of design innovation. Some of these were welcome features, such as the three-way adjustable pedestal-style front bucket seats. Their narrow track made raking-out the fast-food wrappers and empty Dunkin’ Donuts cups from beneath a breeze. Extended travel adjustment offered more than enough leg room for this 6' 3" driver and the height adjustment was infinite.

Durable gray hounds-tooth cloth came standard with my Charcoal Metallic exterior in the DL series, with an up-scale leather package an option on the LX. My base-model DL came with automatic transmission, power steering and (front disc) brakes, cold and dependable air conditioning, full carpeting, AM/FM 6-speaker Jensen stereo sound system, cruise control, tilt wheel, intermittent wipers and rear window defogger.

The Kingfish Time Trials...

The only engine available with the Medallion is an in-line 2.2 liter overhead-cam slant 4 cylinder, developing 107 horsepower @ 5500 rpm and 124 ft. lbs of torque @ 3000 rpm. For all you motorheads out there, this may seem like piddling small potatoes. However, with a curb weight of only 2,420 pounds, (2,705 wagon) acceleration was adequate, and gas mileage was extraordinary - consistently in the low 30s on long hauls.

The German-sourced three-speed automatic was standard issue for the times, though its combination of smooth and precise shifts and efficient shift-points could wring the maximum torque from the Bosch L-Jetronic-injected four-banger. Full-throttle downshift was spirited; though passing on up-grades was strictly verboten.

Those Gaulish underpinnings... ooh la la!

Clearly the best feature of the Eagle Medallion / Renault 21 was its sophisticated suspension system. Up front, massive long-travel coil springs sat atop a MacPherson strut, single ball-joint configuration; complemented by inclined lower A arms facilitating anti-dive properties. A meaty torsion-type anti-roll bar connected to both A arms provided additional stabilization

The rear fully-independent suspension was phenomenal in its simplicity. Four transverse torsion bars housed in a sturdy bolt-on framework with forward-pitched trailing arms accounted for a minimum of un-sprung weight; resulting in a remarkable handling and stability. The nature of this suspension combined with the original equipment Michelin P185/65R14 steel-belted radial tires and steeply inclined shock absorbers made this car a Mustang-beater on exit ramps. Once you were solid in the curve, this puppy was flat and predictable - stickier in the turns than anything in its class - and then some.

Fit and Finish The Good Points...

In the ten years I owned my Medallion, it maintained an excellent body integrity. Doors closed with a solid thunk, and all body seams and tolerances remained equal and consistent, with no surface or structural corrosion evident anywhere. The suspension soaked up even the roughest terrain with silent authority, delivering a comfort level well beyond expectation for a car costing $11,774 (I still have the original window sticker and sales brochures).

The driver’s position was exceptional. An elevated seating position and large greenhouse resulted in excellent visibility with virtually no blind-spots throughout the driver’s range-of-vision. The power rack-and-pinion steering was neutral and precise, while maintaining excellent road feel. While adequate, acceleration could have been bumped-up a notch or two, though overall driveability was outstanding. Some parts catalogs list a V-6 version of the Medallion; though I believe V-6 and Diesel versions were proposed but never made available stateside.

The dashboard/fascia panel was European ergonomically elegant. The broad rectangular gauge cluster was comprehensive, well-placed and instantly legible; back-lit in amber, with a frame of warning lights at either end. Cruise control buttons were steering wheel mounted - placed for easy thumb manipulation while hands remained in the classic ten and two o’clock position. The standard equipment stereo system had adjustable front/rear speaker volume and balance and sounded great - with above-average AM reception.

The Bad Points...

By the time the car saw its 5,000 mile check-up, three service bulletins (recalls) had been issued. Beside the free oil change I went in for, two air conditioning lines were replaced; as were the exterior windshield frame trim and front disc-brake pads. At 14,000 miles, the expansive windshield developed a stress-crack on the passenger’s side; the replacement of which was also covered under warranty. My warranty satisfaction was constant, as my local dealership was top-notch and always willing to remedy any customer issues that developed.

The Medallion was a dependable car that was beset by a few small quality issues. The 4-speed sliding fan switch for the heat/AC with its copper contacts would corrode over time, leaving just the fastest speed operational. At 60,000 miles, the odometer gear stripped - unheard of in most automotive circles. A faulty head gasket seeped oil onto the exhaust system heat shield below; the fumes from which would enter the passenger cabin via the ventilation system (Chrysler replaced the gasket under the 5 year/50,000 mile warranty).

“Eagle Medallion - 1989"
Title of down-sized original 2nd year 18-page dealer brochure

By 1989, slow sales of this foreign re-badged orphan had Chrysler cutting its losses, as the newly-christened Eagle division tried to find a footing in the precarious domestic marketplace. Mitsubishi provided the next round of badge-engineered fodder in the form of the Eagle Summit Wagon, and its step-cousin, the Summit Sedan. When the Eagle division of Chrysler finally imploded, Jeep franchises fled to join Chrysler dealerships, leaving my former favorite Rambler/AMC - Jeep/Renault - Eagle dealer all GM. Despite this dealer’s reputation for great service, a Buick or Pontiac just ain’t in the cards for this traveler.

Epinions - Value and Obscurity is Just a Mouse-Click Away!

The fact that a 20 year-old car is in the Epinions database (no photo, though... rats!) qualifies this review as obscure enough for the Kingfish Database Dive W/O.

An even bigger oddity manifests itself with the available-for-review database links to the never-produced 2003-07 Eagle Medallion and the likewise 2006 Renault Fuego. Perhaps the 2007 Edsel is in the database, as well...

Next year’s June sweeps challenge: The First-Ever “Database Fantasy Car” Write-Off. Hope to see you all there!

Amount Paid (US$): 11,774
Condition: New
Model Year: 1988
Model and Options: DL Sedan, Automatic