Inspired by the 60th anniversary of the Renault 16 in 2025, we round up some of the very best classic family hatchbacks

When a Motoring Illustrated writer described the new Renault 16 as a large family car that was neither a four-door saloon nor quite an estate 60 years ago, they surely couldn’t have predicted what was to follow. This was 1965, when people were still buying Morris Minor Travellers, and here was a striking modern, razor-edged design with front-wheel drive and a large rear tailgate.

Not only was the Renault 16 an instant success, becoming one of Britain’s most popular imported cars, but it also sent waves through the rest of the industry. Over the next two decades, the majority of the major manufacturers similarly endowed their family models with hatchbacks. Now, 60 years after the Renault started the trend, we pay tribute to eight significant examples.

Renault 16

Celebrating its 60th anniversary this year, the innovative Renault 16 proved the front-wheel drive concept and hatchback pioneered by the 4 of 1961 could be scaled up successfully. The result was the first larger ‘D-segment’ family car to feature a tailgate, pre-empting a trend that would eventually go mainstream, and wouldn’t be matched until the Maxi arrived in 1969.

Unlike front-wheel drive BMC cars of the period, the 16’s engine was mounted longitudinally. However, the powerplant could boast an aluminium cylinder head and block and wet liners, and it would go on to power millions of Renault vehicles well into the 1990s. The 16TX launched in 1973 was the top dog, with its 1647cc 93bhp engine, five-speed transmission and quad headlights.

The fully independent suspension, which employed all-round torsion bars, guaranteed a soft ride, while the well-trimmed cabin featured soft and supportive seats. The16 also boasted disc brakes, and impressive levels of grip despite the body roll. British buyers didn’t like the column-change gearbox too much despite it being light and smooth to operate, but it would still become one of our most popular imported cars, with 64,000 examples sold on these shores within the first nine years.

In any case, Continental buyers went mad for the 16. In 1966 it was named European Car of the Year, becoming the first French car to receive the accolade and beating the Rolls-Royce Silver Shadow into second place. And as an aside, the 16 was the first French car to feature a French-built automatic transmission.

As well as influencing others, the 16 provided the impetus for a whole new range of front-wheel drive, hatchback Renaults. These included the 6, the 15/17, the 20/30, and – importantly – the Renault 5.

The 16 remained in production until 1980, five years after the arrival of its official successor, the larger Renault 20. A whopping 1,845,959 were made in various factories, but rust has limited survival rate.

Austin Maxi

By the time the Austin Maxi arrived on the market in 1969, the pioneering Renault 16 had been around for four years – and there can be little doubt that it changed the way the Maxi was developed.

Codenamed ADO14, the Maxi was the last production car designed by Alec Issigonis, the man best known for creating the Mini – a car that revolutionised the small car blueprint thanks to its transverse-engined, front-wheel drive layout and innovative packaging. Issigonis then employed a similar formula the ADO16 (1100/1300) range, albeit with Pininfarina styling, which was another great sales success. However, the next attempt at scaling up the formula didn’t really work as well – the resultant 1800 ‘Landcrab’ was too stark, too big and not very attractive.

The Maxi therefore offered a chance to put that right and take on Ford’s mighty Cortina, a car that particularly appealed to fleet buyers on account of being stylish but far more conventional than BMC’s offerings under the skin. Despite this, BMC boss George Harriman later made the decision not to challenge the Blue Oval but make the ADO14 a manufacturer showcase akin to the Renault instead.

With Issigonis heading up the development, there was innovation aplenty. The now familiar front-wheel drive, wheel-at-each-corner layout and Hydrolastic were kept but were combined with a brand-new E-Series OHC engine and a five-speed gearbox – a first for a mass-produced British family car. It was also the first British family car to feature a hatchback, and boasted a very spacious interior with seats that could be folded completely flat. On paper, Austin’s new mid-range fighter really did seem to have it all.

Sadly, Harriman insisted that it use the Landcrab’s doors. This meant a similarly long wheelbase had to be employed, giving it the same flabby middle. Roy Haynes did his best with the styling at the 11th hour, but the horse had already bolted. What’s more, the 1500 engine was underpowered, it had a famously vague cable-operated gearchange and, in complete contrast to the Cortina, there was really only one model in the range.

Things did improve, notably with a 1748cc engine and an improved rod-change gearbox, which saw the Maxi head towards becoming a roomy, flexible car with an excellent ride and decent handing. It was clearly ahead of its time, but early maladies and a lack of style really tarnished the Maxi’s fortunes. With better management of undoubtedly good ideas, who knows what might’ve been.

Saab 99 Combi Coupé

First revealed in 1967 but not available in the UK until October 1969, the 99 was Swedish manufacturer’s move to take the brand upmarket and beyond the scope of the existing 96 model. Typical Saab sturdiness and safety was allied to handsome, modern styling that initially clothed a 1.7- and later 1.85-litre slant-four engines developed by Triumph, mounted longitudinally but powering the front wheels thanks to Saab’s unique gearbox-under-engine arrangement for balance. The slant-four was later redesigned by Saab to create its more reliable 2.0-litre B engine, fitted from 1972 and gaining fuel injection for the sporty EMS model.

At first, the 99 was only available as a two-door saloon, with a four-door version going on sale from 1970. Impact-absorbing bumpers were added in 1971, and side-impact vars soon followed. The big news, however, came with the introduction of the new three-door ‘Combi Coupé’ for 1974. Indicative of the rising popularity of hatchbacks, it had a versatile high-opening tailgate as part of a new fastback rear end, and was 11cm longer than the saloon.

For 1976, a five-door Combi Coupé model was also introduced, completing the 99’s transformation into an upmarket but still compact hatchback for families. However, it was the 99 Turbo that really put Saab’s flagship on the map, and after the test cars of 1977, the initial production cars of 1978 were only offered in hatchback guise.

The following year saw the Combi Coupé option was discontinued for the 99, as the new Saab 900 was initially only available with this body style. The 99 continued until 1984, once again as a saloon, and then as the 90 until 1987, which combined the 99 front with the rear of the 900 saloon. The hatchback duties that had been passed to the 900 continued beyond the end of the original model’s production in 1994 and on to the new NG models, which were produced until 1998.

Volkswagen Passat B1/B2

Volkswagen’s arrival towards a family hatchback is a rather convoluted one. As the 1960s progressed the trend among European makers during this time was for front-engined, front-wheel drive cars, but Volkswagen’s efforts in replacing the Beetle had been in the opposite direction: the Type 3 and larger Type 4 relying on the same air-cooled, rear-engined layout, with all the compromises that involved.

Handily, VW had acquired the Audi brand as part of Auto Union in 1964, and since Audi had used the technology of fellow Auto Union subsidiary DKW to develop a range of front-wheel drive cars, this made an easy short-cut to creating front-driven Volkswagens. The idea was further assisted by VW’s purchase of NSU in 1969, which would later be merged with Auto Union to create the modern-day Audi company. NSU had already created the K70, but VW cancelled its launch, and it would emerge six months later, in 1970, wearing Volkswagen roundels.

The K70 wasn’t a huge commercial success, but marked a change in trajectory for VW, and its replacement launched a nameplate that is still with us today – Passat. Launched in 1973, the first-generation Passat was a Giugiaro-styled variant of the mechanically identical Audi 80 sedan, introduced a year earlier. Despite its fastback styling though, it wasn’t a hatchback initially. Instead, VW’s maiden hatch would be the Scirocco, a three-door coupe that would share the platform of the forthcoming Golf hatchback, with both styled by Giugiaro. The Scirocco was launched in 1973, ahead of the Golf, in order to resolve any teething troubles before production of the higher volume hatchback started.

Finally, in 1975, VW had its big family hatch, with identically profiled three- and five-door hatchback versions joining the Passat range. By 1976, all fastback models were hatchbacks. The whole range then received a facelift in the summer 1977, with subtly revised styling and, depending on model, either four round or two rectangular headlights.

The introduction of the B2 Passat in 1981 saw the three- and five-door hatchback configurations retained, though there was now a saloon version, initially known as the Santana. However, a 1985 facelift saw the three-door dropped, together with the separate Santana nameplate. By the time the slippery smooth B3 Passat was launched in 1988, a hatchback version was now a thing of the past – presumably, the Mk2 Golf was now big enough for VW buyers who wanted a hatch.

B2 and especially B1 Passats are now a rare sight, with the earlier cars particularly rust prone. However, they do make for practical and reassuringly different classics.

Chrysler Alpine

The arrival of the first UK-market Chrysler to feature a hatchback is just as convoluted as that of the Passat it closely resembled. Launched in 1976, the Alpine was a product of a multi-national that had huge ambition for its European division – the American giant had acquired a stake in Simca in the late ’50s and subsequently a controlling share in 1964, as well as taking a share of our own Rootes Group the same year and taking control in 1967.

The two companied were operated under the Chrysler Europe umbrella but continued with two very different model ranges – Simca’s being more advanced than Rootes’ offerings. In an attempt to achieve some sort of rationalisation, Chrysler management invited proposals for a mid-range model from both its French and UK divisions, with the French proposal for a fastback being chosen. The platform was based on the 1967 Simca 1100, retaining its modern front-wheel drive layout. But while the car was engineered by Simca, the styling team was headed up by Chrysler’s UK Roy Axe, who created a clean-lined five-door hatch that would appeal to French motorists in search of an alternative to the Renault 16.

The car was first released as the Simca 1307 in 1975, and as the Chrysler Alpine in the UK a few months later. It was a neat, modern design that even won the European Car of the Year award in its first year. Two Alpine models were initially available – the 1294cc GL and 1442cc S.

Initially the Alpine was produced solely at Simca’s Poissy plant in north-west France but paradoxically, the poor performance of Chrysler UK handed a lifeline to the Ryton plant near Coventry, when government aid came with the condition that Alpine production be started there from summer ’76. This helped the West Midlands economy but not Chrysler, which ended up selling its European operation to PSA (Peugeot) in 1978, with the cars renamed as Talbots in 1979. The new badging was swiftly followed by facelift, with a stylish lean back nose meaning the earlier cars with their forward-leading front ends are easily identifiable.

The Solara saloon would be added to the range in 1980 but by the summer of 1985 production at Ryton was wound down and the Alpine would disappear entirely by 1986, replaced by the Peugeot 309. Surviving Alpines in the UK are now thought to number less than 20, but car has fared better in its native France, where it still has a cult following among Simca enthusiasts.

Vauxhall Cavalier Mk2

Vauxhall was suffering something of a nosedive in the early ’70s. While the Viva was a decent seller, the FE Series Victor failed to make inroads into a fleet market dominated by the Cortina, and Vauxhall ultimately would lack the funding to continue with its proposals for a ground-up Griffin competitor.

Vauxhalls had increasingly shared elements of their Opel equivalents since the early ’60s, but now the need was more drastic. So, at the beginning of 1973, Vauxhall’s own bespoke programme for a new model was canned, and it was instead merged with the development of Opel’s Ascona B, to be built on what GM called the U-car platform. Vauxhall’s take on the Ascona was intended to have its own bodywork, but the brand’s falling sales and a lack of money meant would essentially end up as the same car. Apart from the front end, anyway – American designer Wayne Cherry grafted the ‘droop snoot’ nose of the Opel Manta onto the Ascona saloon, creating what Vauxhall would call the Cavalier.

Launched in 1975, the Mk1 Cavalier was initially produced at Antwerp in Belgium, but assembly also took place at Luton from 1977, and thereafter, the Cavalier achieved and maintained a spot in Britain’s top 10 best-sellers list every year it was in production. More importantly, it paved the way for the successful Mk2 of 1981, which was now identical to the equivalent Ascona.

The Mk1 range had included a hatchback, but it was the three-door ‘Sportshatch’ Opel Manta equivalent rather than a family chariot. That changed for the Mk2 though, with a five-door family hatch now available alongside the two- and four-doors saloons, plus an estate from 1983.  Importantly, the Cavalier was far more modern than the Cortina and indeed the Sierra under the skin, thanks to a brand-new front-wheel drive platform and Family II engines that endowed it with class-leading levels of fuel economy and performance.

In short, it gave Vauxhall a bigger slice of the fleet market than it had ever enjoyed before – a trend that continued through the ’80s – and managed to outsell the Sierra in both 1984 and 1985. In all, Vauxhall sold 807,624 examples of the Mk2 Cavalier, paving the way for the Mk3 that would also include a hatchback option, and the subsequent Vectra. Mk2 survivors are scarce, but we’d be especially partial to an early hatch in SRi spec…

Austin Ambassador

We’ve already mentioned how BMC 1800 ‘Landcrab’ was a little wide of the mark when it came to meeting sales expectations, thanks in part to its confused market placement and ungainly styling. Its replacement, codenamed ADO71, was therefore aimed at righting those wrongs.

It would be launched in March 1975 as the Wolseley, Austin and Morris 18-22 Series. Like its predecessor, the ADO71 was front-wheel drive and cleverly packaged, offering the same 1.8-litre B-Series and 2.2-litre E-Series engines, but now with the updated Hydragas suspension as opposed to Hydrolastic.

Like the Allegro, it was styled by Harris Mann, only this time his plans managed to survive without as much corruption. The result was a smart wedge shape with a low-slung nose and a fastback tail. However, to avoid competing with the Maxi and the planned Rover SD1, the 18-22 Series was denied a large opening tailgate. That probably put it on the back foot, especially in mainland Europe.

Optimism was still high for its success, but BL managed to snatch defeat from the jaws of victory. strikes at the Cowley meant that demand couldn’t be met, and there was also the furore of the Ryder Report that led to BL being part nationalised. Its recommendations included a unified name for 18-22 Series, which saw the entire range being rebranded under the Princess moniker after just six months.

The rebranding was, unfortunately, too little too late – the few customer cars that were delivered in 1975 were plagued with issues, and public perception plummeted. Quality did improve, with the Princess 2 of 1978 finally bringing in the new O-Series engines, but the reputational damage had been done.

Come 1980, work began on a heavily facelifted replacement, one that finally brought in a hatchback. The Ambassador may have had a similar profile, but tailgate aside, it was a more thorough update of the Princess than history credited – indeed, BL claimed all that was left of the original car were its front door skins. Launched in March 1982, the Ambassador was nevertheless another budget-minded update that retained the O-Series engines but dropped the unpopular six-pot unit.

The Ambassador received a one update in 1983 when it was fitted out with trim that matched the then-in-production Maestro, but the following year, it disappeared from price lists. Spacious, comfortable and practical, it was a competent enough attempt at a large family hatch, albeit about seven years too late. Survivors are now rare, but we think the Ambassador makes for an appealing left-field classic if you can find one.

Ford Sierra

Replacing the beloved Cortina was never going to be an easy task for Ford. It had consistently been a best-seller, and though a little dated, the revised ‘Cortina 80’ had performed as Ford had hoped by remaining a chart-topper.

Ford could therefore have been forgiven for playing it safe, but it didn’t. Having already successfully replaced the old Mk2 Escort with a modern hatch, it opted to do the same with the Cortina. This time though, it was rather more controversial, with the Cortina nameplate ditched in favour of Sierra, and slippery ‘jellymould’ aerodynamic styling. Designed by a team headed up by Uwe Bahnsen, the new Sierra boasted a drag coefficient of just 0.34 as opposed to the boxy Cortina’s 0.45.

Ironically, the Sierra wasn’t even as modern as the Escort under its ground-breaking exterior. It remained rear-wheel-drive as per the Cortina, and initially had the same basic range of engines – albeit with the availability of a Peugeot-derived 2.3-litre diesel and a larger 2.8-litre Cologne petrol, plus five-speed gearboxes.

Sadly, that futuristic exterior initially proved to be a big stumbling block, with all the excitement quashed when Cortina Man entered Ford dealers. This wasn’t helped by the fact the Sierra wasn’t available as a saloon when its Cavalier rival could still be had with four-doors, nor by dealers still having plenty of discounted Cortinas left to sell. What’s more, top models of the Sierra didn’t even have any kind of front grille for the purists to recognise.

Initially, sales fell well below expectations. It was only around for a couple of months, but in 1982, just 13,213 Sierras were sold in the UK. Ford panicked and introduced the booted Orion for those conservative buyers who couldn’t get into bed with the hatchback Sierra, giving a further reason to ignore it.

Foord needn’t have worried though. The Sierra managed nearly 160,000 sales in Britain in 1983, outsold only by the Escort. In 1986, the launch of truly special new halo model in the shape of the legendary three-door RS Cosworth model further helped raise its profile, ahead of a 1987 facelift that brought in more curvaceous front and rear end treatment. At this point the four-door Sierra Sapphire was introduced too, featuring a nod to Britain’s conservative buyers, with a pseudo plastic radiator grille.

The Sierra remained popular and never strayed from the UK’s top ten even to its final year, 1993, by which time almost 3.5 million had been built – a real role reversal from those early days. What’s more, its replacement, the Mondeo, kept a family hatchback on the menu right up until 2022.