Misplaced Pages

#469530

42-508: The Renault 8 ( Renault R8 until 1964) is a rear-engined , rear-wheel drive small family car produced by the French manufacturer Renault in the 1960s and early 1970s. It also formed the basis for the larger Renault 10 , introduced in 1965. The 8 was launched in 1962 and ceased production and sales in France in 1973. By then the related Renault 10 had already been replaced, two years earlier, by

84-477: A Smiths design. The transmission itself was a three-speed mechanical unit similar to that of the Dauphine, but from the beginning with synchromesh on all gears in this version. The system used a dash-mounted push button control panel where the driver could select forward or reverse and a governor that sensed vehicle speed and throttle position. A "relay case" containing electromagnetic switches received signals from

126-513: A new front suspension, new rear geometry, new steering, and a new gear linkage. Moving the radiator behind the engine also freed up an extra 12 cm of space behind the front seat. Maximum power output increased to 48 hp (36 kW). Four-speed transmission, already included in the price at no extra cost on some export markets, now came as part of the standard with the new engine even for French buyers, although bottom gear still made do without synchromesh. The upgraded cars, first presented at

168-546: A performance close to that of the R8 Gordini '1100' and midway between the standard Renault 8 and the 1255cc Gordini. The Alconis offered 0–60 mph in 11.9sec, top speed of 97 mph, (according to "Car" magazine road test) and sold for about 10% over the standard car. It was sold new through their dealer network in South Africa and covered by their factory warranty. The local concept was intended to increase vehicle sales to

210-562: A racing mad South African public by taking advantage of their race-track successes in local "Sprint" and "Endurance" races. About 400–500 vehicles seem to have been sold. As well, many hundreds of performance kits to upgrade the standard vehicles were sold over their parts counters. The car has won the Tour de Corse , Rally Poland , Rallye Açores , Rali Vinho da Madeira , Boucles de Spa and Rajdowe Samochodowe Mistrzostwa Polski . Renault (Africa) managed good sales penetration increases amongst

252-566: A second would follow near Le Havre in 1964, but neither of these addressed the challenge of finding somewhere to assemble the Floride in 1958. The heavy engineering company of Brissonneau and Lotz , better known as a manufacturer of rolling stock for the railways, had launched a small cabriolet sports car in 1956. Based on the mechanical underpinnings of the Renault 4CV , the Brissonneau coupé had been

294-403: A tentative project and only around 200 cars were sold. Renault now persuaded Brissonneau to abandon their own automobile project and adapt their facilities for assembly of the Floride. Brissonneau's long standing experience with railway locomotives provided abundant relevant experience at operational and workforce level, and Renault contributed much of the investment which during 1958 and 1959 saw

336-480: The 1962 Geneva Motor Show , now featured disc brakes on all four wheels: the Floride was the first French volume car to benefit from this enhancement which also reduced unsprung weight by approximately 6 kg. The Caravelle name also replaced the Floride name in all markets from 1962 onwards. In 1964, another R8-derived engine of 1108 cc was introduced to the Caravelle, producing 55 hp (41 kW). This model

378-507: The Rallye Côte d'Ivoire and Rallye du Maroc . Bob Watson won the 1970 Australian Rally Championship and was runner-up in the 1971 Australian Rally Championship driving an R8 Gordini. R8s also competed in the 1966 Australian Touring Car Championship , 1979 Australian Rallycross Championship , 1973 Hardie-Ferodo 1000 and 1965 International 6 Hour Touring Car Race . In 1963 the Renault 8

420-682: The 1950s, and despite the fall-off in demand for the 4CV and the lacklustre market performance of the Frégate , thanks to the success of the recently launched Dauphine Renault still found themselves, in the second half of the decade, seriously short of production capacity. The main Billancourt plant, built on the Seguin island in the middle of the River Seine , was particularly ill-suited to further expansion. A new plant had been opened at Flins in 1952 and

462-504: The 28 mm diameter of the Solex carburetor on the Dauphine. The Florides making their French show debut on the stand at the 1958 Paris Motor Show came with a claimed power output of 37 hp (28 kW) SAE. By the time deliveries commenced, in early summer 1959, it was also possible for customers to specify a performance version, engineered by Amédée Gordini , which produced 40 hp (30 kW) SAE by means of various modifications to

SECTION 10

#1732858643470

504-413: The Caravelle received a new 956 cc engine that would be also used by the new Renault 8 from June. Although the new "Sierra" series five-bearing engine shared no components with the existing 845 cc Dauphine engine, it was conceptually very similar: the engine size was chosen in order to come in (slightly) below the top of the 5CV car tax band in France. It had a sealed cooling system as well as

546-523: The Contessa, and it was also built as a 2-door coupé. Through their South African subsidiary, Renault Africa Ltd, a special performance version of the 1108cc '8' (model 1132) and '10' (model 1190) was assembled at their East London assembly plant. It sold in that country only as a Renault Alconi, a combination the names of the developers, John Conchie and Eric 'Puddles' Adler, who traded as "Alconi Developments". Engine upgrades resulted in 68 bhp (net) and

588-401: The Floride was longer by a significant 320 mm (12.6 in), as well as being slightly lower and very slightly wider. At launch the Floride, like the Dauphine on which it was based, came with an 845 cc (51.6 cu in) four-cylinder water-cooled engine mounted at the back of the car. However, the power unit on the Floride was fed using a Solex 32 mm carburetor as against

630-518: The R1135 Gordini – the middle ones were for high beam only. The car was delivered with black "RENAULT 8S" tapes, intended for the rear wings but their fixing was left to the customer. The Romanian sport version was named Dacia 1100 S. Alongside the new Renault 10, less powerful versions of the Renault 8 continued in production at the Flins plant . The 8 was still sold in France as late as 1973. FASA-Renault,

672-530: The Spitfire was a couple of mph ahead on top speed. The British car market was still protected by tariffs at this time, but even allowing for that the Renault looks expensive in this company: The Caravelle came with a UK recommended price of £1039 as against £666 for the Spitfire 4. Production got under way slowly, with only 3,777 cars completed in 1959. However, in 1960, following the important "Aérostable" suspension upgrades, Renault produced 36,156 Florides. By

714-509: The annual International Total Lourenco Marques Rallies. Between the years 1963 and 1969, South African motor sport sponsorship by Renault (Africa) Ltd and private driver enthusiasm resulted in class and endurance race and rally domination (including frequent wins) by the R8 and Gordini R8, which enhanced market penetration and popularity of the vehicles Renault R8 and Gordini also won the 1968 and 1970 South African Saloon Car Championship. The car also won

756-727: The car was built for French driving conditions which were much more localized. When driving the 8 in city environments, it is nimble and easy to get around crowded conditions. France did not begin to build the Autoroutes of France until French Law 55-435 was passed April 18, 1955, to create a similar highway system previously built in Germany, called the Autobahn during the 1930s. For 1963 (initially only in France), Renault offered an automatic transmission of unique design, developed and produced by Jaeger. It

798-466: The car. Drawbacks included performance loss (with only three available gears) and a somewhat jerky operation during gear changes. The transmission was also used in the Dauphine and the Caravelle . A more powerful model, the 8 Major (model R1132), was released in 1964, featuring an 1108 cc engine developing 50 PS (37 kW; 49 hp). A still more powerful version, the 8 model R1134 Gordini ,

840-559: The company's Spanish arm, continued to produce models 8 and 8TS (similar to the French-built 8S) until 1976 for the Spanish market, and components for the 8S and 8TS assembled in Mexico. In 1964, Hino and Renault had a partnership, where Hino was manufacturing a licensed version of the Renault 8 while making some changes to the updated Contessa . Configuration and engineering changes were made on

882-469: The critical US market. Renault's chairman, Pierre Dreyfus , agreed, and since the concept had been born at a convention in Florida the car instantly became known within the company as the "Renault Floride". The "Floride" name was considered unsuitable for 49 of the 50 states of the U.S., however, since it could have implied disrespect to states other than Florida. For this reason an alternative name, "Caravelle",

SECTION 20

#1732858643470

924-532: The first prototype produced, at unusually short notice, by Philippe Charbonneaux, was fashionably boxy; however, while the Renault 8 was actually 30 mm (1.2 in) narrower than the Dauphine, the manufacturer was able to install thick cushioned front seats that were actually each 60 mm (2.4 in) wider, at 560 mm (22.0 in), than those fitted in the Dauphine. The 8 was powered by an all new 956 cc Cléon-Fonte engine developing 44  PS (32  kW ; 43  hp ). The R8's engine followed

966-715: The floorpan and engine of the Renault Dauphine sedan. The Floride was launched in the United States and Canada as the Renault Caravelle a year after its introduction in Europe. The car was offered as a 2+2 coupé, a 2+2 cabriolet and as a convertible, the latter being a cabriolet with a removable hardtop. The 2,265 mm (89.2 in) wheelbase was shared with the Renault Dauphine but longer overhangs meant that overall

1008-474: The four speed gear box. Although designed by Frua of Italy, the car's body was constructed locally, by the automobile body maker Société des usines Chausson , based in Asnières-sur-Seine at the northern edge of Paris, and known in France as the producer of many of the school bus bodies used for transporting children in country areas. Following the rapid economic growth experienced by France during

1050-742: The front wheel drive Renault 12 . They were produced in Bulgaria until 1970 (see Bulgarrenault ), and an adapted version of the Renault 8 continued to be produced in Spain until 1976. In Romania, a version of the 8 was produced under license between 1968 and 1972 as the Dacia 1100. In total 37,546 Dacia 1100s were built. The R8 (model R1130) was released in June 1962 and was based on the Renault Dauphine , with which it shared its basic architecture and its 2,270 mm (89.4 in) wheelbase. The style, closely following that of

1092-439: The governor and push buttons and then controlled a coupler, a decelerator to close the throttle during gear changes, and a solenoid to select operation of the reverse-first or second-third shift rail, using a reversible electric motor to engage the gears. The system was thus entirely electromechanical, without hydraulics, pneumatics or electronics. The relay case was located in the front trunk. On cold days, with no source of heat in

1134-440: The inlet manifold and camshaft, and a compression ratio raised from 7.6:1 to 8.0:1. Power was delivered to the rear wheels via a three-speed manual transmission with synchromesh on the upper two ratios. For a supplement of 200 New Francs customers could instead specify a four-speed transmission on the slightly heavier coupé version of the car. Having regard to the car's power-to-weight ratio most customers chose to pay extra for

1176-545: The madly motor sport minded South African public with their active racing and rallying participation and sponsorship program, offering a multitude of Gordini and Alconi race components. During the years 1963–69 when the R8 model was sold, they won seven overall 1st Saloon car to finish trophies in the annual Kyalami International 9-hour Endurance Races (3 x 4th overall, 1 x 5th overall, 3 x 9th overall). The competition included many international purpose built sports cars (Ferraris, Jaguars, Porsches, Cobras). Also three overall wins in

1218-516: The main Creil plant of Brissonneau, comprising 190,000 m2 of which 41,280 m2 were covered, transformed into a production facility for the Floride: the Floride would continue to be assembled by Brissonneau and Lotz until it was withdrawn in 1968. In October 1959, ready for the 1960 model year, the Floride, along with the Renault Dauphine, appeared with significant suspension improvements. The new suspension

1260-463: The mid-1960s, the Caravelle, which had been fashionably styled at launch, was looking dated, while the reduction and elimination of internal tariffs within the Common Market led to intensified competition in France for buyers of inexpensive sports cars, notably from Italy. Between 1966 and 1967, annual production tumbled from 4,880 to 2,991. During 1968, only 1,438 were produced, and it was during

1302-631: The nameplate Renault Floride . Renault was envious of the growing success in North America of the Volkswagen Bug/Beetle and was looking for ways to match the Volkswagen's success with their own Renault Dauphine . At a convention of North American distributors that took place in Florida , Renault's US dealers called for the creation of a Dauphine coupé/cabriolet which would improve Renault's image in

Renault 8 - Misplaced Pages Continue

1344-435: The pioneering example of the recently introduced Renault 4 by incorporating a sealed for life cooling system. A distinctive innovation on the French produced cars was the fitting of four-wheel disc brakes, a first for a saloon car of this size. However, when in 1965 Renault's Spanish affiliate introduced their own version of the Renault 8 for the (then tariff-shielded) Spanish market, it came with rear drum brakes. The 8

1386-495: The trunk area, the relays would freeze and required the "Open, Push, Whack, and Jump". Essentially, the driver had to open the trunk, push the Drive button on the dashboard, whack the relay box, and jump back into the moving vehicle. On extremely cold days, the relay box was unreliable and intermittent, seemingly having a mind of its own. Benefits included comparable fuel economy to the manual transmission version, and easy adaptability to

1428-495: Was also distinguishable from the 8 Major by the bigger 200 mm headlamp units. 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 R8 Gordini (model R1135) received a facelift including two additional headlights (in effect Cibie Oscar driving lights), and its engine upgraded to a 1255 cc unit rated at 100 PS (74 kW; 99 hp). The R1134 Gordini cross-flow head design

1470-424: Was also released that year, with a tuned engine of the same capacity but developing 90 PS (66 kW; 89 hp). The extra power was obtained by a cross-flow head and twin dual-choke 40mm side-draft Solex carburetors. A four-speed close ratio manual transmission, dual rear shock absorbers and uprated springs were fitted. The R1134 Gordini was originally available only in blue, with two stick-on white stripes. It

1512-605: Was awarded Wheels Magazine Australia's Car of the Year Award. Rear-engined Too Many Requests If you report this error to the Wikimedia System Administrators, please include the details below. Request from 172.68.168.151 via cp1112 cp1112, Varnish XID 384723454 Upstream caches: cp1112 int Error: 429, Too Many Requests at Fri, 29 Nov 2024 05:37:23 GMT Renault Caravelle Outside of North America and Britain it was, until 1962, marketed under

1554-453: Was conceived by the by now almost legendary automotive engineer Jean-Albert Grégoire and baptised by Renault "Suspension Aérostable", being intended to improve the car's ride and road holding. The addition of extra rubber springs at the front reduced roll and auxiliary air spring units (mounted inboard of the conventional coils) at the rear gave the rear wheels a small degree of negative camber and increased cornering grip. In March 1962,

1596-525: Was first shown at the September 1962 Paris Motor Show . Although it was described as a form of automatic transmission at the time, in retrospect it was more realistically a form of automatic clutch, inspired by the German Saxomat device which appeared as an option on several mainstream German cars in the 1950s and 60s. The clutch in the system was replaced by a powder ferromagnetic coupler, developed from

1638-569: Was from the start used for North America and for other major markets (including the UK) where the principal language was English. The Floride name was revived for the Mégane Coupe Cabriolet Floride, a special edition convertible in ivory with red and ivory two tone interior, intended as a tribute to 1960s chic. The Floride was unveiled at the 1958 Paris Motor Show . A small rear-engined design by Pietro Frua at Carrozzeria Ghia , it used

1680-420: Was retained, and twin dual-choke 40mm Weber side-draft carburetors. Both the 8 and the 10 were heavily revised for 1969. Some of the 10's features being incorporated in the 8, resulting in a new 8 Major which replaced the basic model. The changes also saw the addition of the 8S, a sportier model with a 1108 cc engine rated at 60 PS (44 kW; 59 hp). The 8S model also had the same twin headlights as

1722-413: Was sold in the United States with an unusual marketing approach that acknowledged that the previous Dauphine had many shortcomings for American owners, and that the 8 was an improvement. While an all new engine was built that was more powerful, and many changes were made, most of the criticism summarized the 8's shortcomings when driving on the recently constructed United States Interstate Highway System as

Renault 8 - Misplaced Pages Continue

1764-536: Was tested by the British " Autocar " magazine in November 1965. The car had a top speed of 89 mph (143 km/h) and accelerated from 0-60 mph (97 km/h) in 17.8 seconds. An "overall" fuel consumption of 30.2 miles per imperial gallon (9.4 L/100 km; 25.1 mpg ‑US ) was recorded. The Caravelle's performance closely matched that of the contemporary Triumph Spitfire 4 under most headings, though

#469530