|
|
|
|
Renault 8
|
| |
|
| |
The Renault 8 (Renault R8 until 1964) and Renault 10 are two small family cars produced by the French vehicle manufactuer Renault in the 1960s and early 1970s. The 8 was launched in 1962, and the 10, a more upmarket version of the 8, was launched in 1965. Both ceased production and sales in France in 1971. They were produced in Bulgaria until 1970 (see Bulgarrenault), and continued to be produced in Spain until 1976.
Discussion
Ask a question about 'Renault 8' Start a new discussion about 'Renault 8' Answer questions from other users |
Encyclopedia
The Renault 8 (Renault R8 until 1964) and Renault 10 are two small family cars produced by the French vehicle manufactuer Renault in the 1960s and early 1970s. The 8 was launched in 1962, and the 10, a more upmarket version of the 8, was launched in 1965. Both ceased production and sales in France in 1971. They were produced in Bulgaria until 1970 (see Bulgarrenault), and continued to be produced in Spain until 1976. In Romania, the 8 was produced under license between 1968 and 1971, under the name of Dacia 1100.
The 8 design looks very similar to the Alfa Romeo front-wheel drive prototype tipo 103 (1960), because Alfa Romeo and Renault had a business relationship in the 1950s and 1960s. Renault was marketing Alfa Romeo cars and Alfa Romeo was building the Renault Dauphine (1959–1964), Ondine (an up-market version of the Dauphine) (1961–1962) and R4 (1962–1964) under license in Italy. In total 70,502 Dauphine/Ondine and 41,809 R4's were built by Alfa Romeo.
The R8 (model R1130) was released in July 1962 and was based on the Renault Dauphine. The car's most notable distinction was its use of four-wheel disc brakes, a first for a car of its size. The 8 was powered by an all new 956 cc engine developing 44 Hp.
A more powerful model, the 8 Major (model R1132) , was released in 1964, featuring an 1108 cc engine developing . A still more powerful version, the 8 model R1134 Gordini, was also released that year, with a tuned engine of the same capacity but developing and with a five-speed close ratio manual transmission. The Gordini was originally available only in blue, with two stick-on white stripes. In 1965, the Renault 10 Major, a more luxurious version of the 8 with different front and rear styling, was released, replacing the 8 Major.
In 1967, the 8 Gordini (model R1135) received a facelift including two additional headlights, and its engine upgraded to a 1255 cc unit rated at . Both the 8 and the 10 were heavily revised for 1968. Some of the 10's features being incorporated in the 8, resulting in a new 8 Major which replaced the basic model. The 10 itself was facelifted with rectangular headlights. The changes also saw the addition of the 8S, a sportier model with a 1108 cc engine rated at . A larger unit, the 1289 cc engine from the new Renault 12, was added in 1970, giving birth to the R10 1300.
French production of the 8 and 10 ceased in 1971, with final sales as late as 1973. FASA-Renault, the company's Spanish arm, continued to produce models 8 and 8TS (similar to the French-built 8S) until 1976 for the Spanish and Mexican markets.
Automatic transmission
From 1965 onwards the 8 and 10 were available with an automatic transmission of unique design.
This transmission was developed and produced by Jaeger. The clutch was replaced by a powder ferromagnetic coupler. The transmission was a three-speed mechanical unit similar to that of the Dauphine, but with synchromesh on all gears.
The system used these input devices:
- a push button control panel by means of which the driver could select forward or reverse drive
- a governor which sensed vehicle speed and throttle position
A "relay case" containing electromagnetic switches interpreted signals from these devices and commanded operation of:
- the coupler
- a decelerator to close the throttle during gear changes
- an actuator consisting of a solenoid to select operation of the reverse-first or second-third shift rail, and a reversible electric motor to engage the gears
The system was thus entirely electromechanical: no hydraulics, pneumatics or electronics were used.
Benefits of the system included no loss of fuel economy as compared to the manual transmission version, and easy adaptability to the car.
Deficiencies included loss of performance due to there being only three available gears, and somewhat jerky operation during gear changes.
This transmission was also used in the Dauphine and the Caravelle.
Use in films
The Renault 10 was a particular favourite among French film makers as the rear-engined layout allowed a camera tripod to be fitted in the front boot in front of the windscreen to film people talking to each other while driving.
External links
|
| |
|
|
