Unsourced material may be challenged and removed. Hp photosmart c4200 scan to pdf were delighted with the modernity and reliability of the car, and waiting lists were always lengthy. Changes soon followed as export markets opened up. 2,000 units were made until 1982.
Dacia, but the Renault contract lapsed and Dacia went its own way. These had quad lamps at the front, larger lamps at the rear, re-profiled bumpers, and a new interior. The changes were heavily inspired by Renault’s own restyling of its 12 in 1975. Romanian market in late 1981. The advertising slogan used for the car was “The Very Acceptable Dacia Denem”. The plug was pulled on the Denem, however, in late 1982. The designers were still coming up with fresh ideas, many of them shrouded in secrecy.
These cars are eagerly prized by Dacia enthusiasts, and Dacia web forums are full of evidence about the rarities and oddities produced by Dacia during the 1980s. Pick-up and Drop-side models were introduced. Actually, they had been launched from 1981. These were a commercial success and remained in production, gradually being modified along with the rest of the range, until December 2006. For the 1984 model year, the de luxe MS and MLS models presented slight modifications on the 1310 platform, with a new spoiler and chunkier, rubber mouldings around the front grille and headlamps.
In 1985, the rear vent was changed from a narrow horizontal aperture to a rhomboid aperture, much like that of the Renault 12 phase 2. From late 1985 all models had the large rubber mouldings around the front grille and headlamps, plus a spoiler: the line-up was changed to TX and TLX, though other designations were occasionally seen. A five-speed gearbox also became an option. CN1, and – occasionally – faired-in door handles. Many were owned by senior officials in the Communist Central Committee. Dacia range when it appeared in 1988, many were used as taxis. An effort was made to rejuvenate the model range: the Sport was dropped, due to lack of sales, and new commercial vehicles were introduced.
The cars of 1992 to 1994 are curiosities: although efforts were obviously being made to renew the model range, there were numerous stylistic hangovers from the quad-lamped models. Thus, the last of the 1983-designed dashboards were seen in 1994 although a new dashboard had been seen on some model ranges since 1987. Similarly, although the CN1 restyling eliminated anachronisms such as a kink upwards at the C-pillar and a rubber rear spoiler, it was not applied consistently. The 1994 facelift was known within the industry as CN2. A reprojected front end was distinguished by a horizontal metal line in the grille. There were new headlamps, a new radiator grille, and front and rear bumpers. Inside, there was a new dashboard for the base models, while the top-of-the-range cars had luxuries such as body-coloured bumpers, rear head restraints, a radio-cassette, hubcaps, and the ever-present CN1 dashboard, this time in black plastic.
1995 the CN3 type was introduced. Practically the only differences were those of trim level and the radiator grille. The design was rather outdated, because development work had started in 1983. The model was unpopular, due to reliability and rustproofing issues. It was known as CN4 and involved a comprehensive restyling of the front end, new door handles, and a lightly restyled rear view mirror. The estate version was fitted with larger tail lights. Goodies” such as a fuel-injection also helped keep the model relatively modern.
This luxury version of the saloon and estate had alloy wheels, body-coloured bumpers, power steering, electric windows, and a far better level of finish. The models were all painted two-tone silver, and sold at a significantly higher price. From 2002, the cars became known as Berlina and Break, with the 1310 lettering being relegated to an insignificant position underneath the side light. 1,979,730, will be kept in the Dacia Museum. Although many improvements had been made in recent years, such as four-wheel drive, the introduction of a 1. In over 34 years of production, and more than 2. Almost everybody owned one and became adept at carrying out repairs or home-made modifications.
For example, many older cars had newer front ends grafted onto them to make them seem more modern, or purely because newer parts were easier to get. Consequently, original early 1300s are quite rare, with prices steadily increasing for the best-preserved models. Tuning of Dacias is also a popular pastime, although the home-made nature of much of the work casts doubt on the level of quality, safety and reliability of the finished product. Romanians living near the border would commonly purchase their Dacia in neighbouring countries expecting a higher level of quality.
Meanwhile, work was continuing on the other Dacia models. The top-of-the range version had air conditioning, electric windows and a CD player. Sales were very good, although the outdatedness of the concept was striking. Dacia sold 53,000 vehicles in 2002 and it holds an almost 50 per cent market share in Romania. Production was stopped in 2005. It was introduced after considerable media interest in August 2004, and despite design-related criticism, it became one of the top-selling cars in Central and Eastern Europe, as well as Russia.
The Logan is sold in many countries, occasionally under the Renault brand. Dacia’s total Romanian sales in 2015. A diesel version was also introduced in 2005. Before its launch, it was known as the 5000-Euro car due to its projected launch price.
This was never quite the case, although it is one of the cheapest cars for its size on the market. In 2006, the prototype Logan Steppe was exhibited. 4 estate version of the Logan. The estate version was launched in late 2006. Employing approximately 2,500 engineers, its main fields of activity are the development, testing and design of the new vehicles in the Dacia range, as well as the marketing and technical support.