The Renault 8, known as the Renault R8 until 1964, was a small family car manufactured by Renault in the 1960s and early 1970s. It featured a rear-engine, rear-wheel-drive layout and served as the basis for the larger Renault 10, which was introduced in 1965.
Introduced in 1962, production and sales of the Renault 8 in France ceased in 1973. By this time, its successor, the front-wheel-drive Renault 12, had already replaced the related Renault 10 two years earlier.
Production of the Renault 8 continued in Bulgaria until 1970, where it was known as the Bulgarrenault. Additionally, a modified version of the Renault 8 continued to be manufactured in Spain until 1976. In Romania, under license, a variant of the Renault 8 was produced between 1968 and 1972 under the name Dacia 1100, with a total of 37,546 units built.
History[]
Launch:[]
The Renault 8, designated as model R1130, made its debut in June 1962. It was heavily influenced by the Renault Dauphine, sharing its fundamental design and 2,270 mm (89.4 in) wheelbase. Styled with a fashionable boxy appearance, the initial prototype by Philippe Charbonneaux set the tone. Despite being 30 mm (1.2 in) narrower than the Dauphine, Renault managed to incorporate wider front seats, each 60 mm (2.4 in) broader at 560 mm (22.0 in).
Under the hood, the Renault 8 boasted a brand-new 956 cc Cléon-Fonte engine, generating 44 PS (32 kW; 43 hp). Following the lead of the Renault 4, it featured a sealed-for-life cooling system. Notably, French-produced models were equipped with four-wheel disc brakes, a pioneering feature in a sedan of its size. However, the Spanish version introduced in 1965 for the protected Spanish market came with drum brakes.
In the United States, the Renault 8 was marketed differently, acknowledging the deficiencies of its predecessor, the Dauphine, for American consumers and emphasizing the improvements of the Renault 8. Despite introducing a more powerful engine and various modifications, critiques primarily focused on its performance on the recently developed Interstate Highway System, designed for different driving conditions than those in France. Nevertheless, the Renault 8 showcased its agility and ease of maneuverability in urban environments. France's construction of the Autoroutes began in earnest after the passing of French Law 55-435 on April 18, 1955, aiming to emulate the Autobahn system developed in Germany during the 1930s.
Facelift:[]
In 1967, the R8 Gordini (model R1135) underwent a facelift that included the addition of two extra headlights, which were essentially Cibie Oscar driving lights. Its engine was upgraded to a 1255 cc unit, delivering a robust 100 PS (74 kW; 99 hp). Retaining the R1134 Gordini cross-flow head design, it featured twin dual-choke 40mm Weber side-draft carburetors.
In 1969, both the Renault 8 and 10 underwent significant revisions. Many of the features of the 10 were integrated into the 8, resulting in the introduction of the new 8 Major, which replaced the basic model. Among the changes was the introduction of the 8S, a sportier variant equipped with a 1108 cc engine producing 60 PS (44 kW; 59 hp). The 8S model also sported the same twin headlights as the R1135 Gordini, with the additional lights serving as high beams only. Renault delivered the car with black "RENAULT 8S" tapes intended for the rear wings, although it was up to the customer to install them.
In Romania, the sport version of the Renault 8 was known as the Dacia 1100 S.
Hino Contessa:[]
In 1964, Hino and Renault established a partnership in which Hino obtained a license to manufacture a modified version of the Renault 8. Concurrently, Hino made alterations to its Contessa model, incorporating changes in configuration and engineering. Additionally, Hino produced a 2-door coupé variant of the Contessa as part of this collaboration.
End of production:[]
Alongside the introduction of the Renault 10, less potent iterations of the Renault 8 remained in production at the Flins plant. In France, the Renault 8 remained available for purchase as late as 1973. FASA-Renault, Renault's Spanish subsidiary, continued manufacturing both the 8 and 8TS models (similar to the French 8S) until 1976, catering to the Spanish market. Additionally, components for the 8S and 8TS models were assembled in Mexico.
Additional Specification Information[]
Automatic transmission:[]
In 1963, Renault introduced an automatic transmission system, initially available only in France, which was of a unique design and developed in collaboration with Jaeger. This transmission system was showcased for the first time at the September 1962 Paris Motor Show. Although it was marketed as an automatic transmission, it was more accurately described as an automatic clutch, drawing inspiration from the German Saxomat device that appeared as an option on various German cars in the 1950s and 1960s.
The system replaced the traditional clutch with a powder ferromagnetic coupler, which was developed from a Smiths design. The transmission itself was a three-speed mechanical unit similar to that of the Dauphine but featured synchromesh on all gears in this version.
Controlled via a dash-mounted push-button panel, the driver could select forward or reverse, with a governor sensing vehicle speed and throttle position. A "relay case" containing electromagnetic switches received signals from the governor and push buttons, controlling various components such as the coupler, a decelerator to close the throttle during gear changes, and a solenoid to select the operation of the reverse-first or second-third shift rail. These functions were powered by a reversible electric motor, making the system entirely electromechanical without the use of hydraulics, pneumatics, or electronics. The relay case was situated in the front trunk, which posed challenges on cold days as the relays could freeze, requiring a process known as "Open, Push, Whack, and Jump" to get the system working again.
Despite its benefits such as comparable fuel economy to the manual transmission version and easy adaptability to the car, there were drawbacks to the system. These included a loss of performance due to having only three available gears and a somewhat jerky operation during gear changes. This transmission system was also utilized in the Dauphine and the Caravelle models.
Engine Upgrades:[]
In 1964, Renault introduced a more potent model known as the 8 Major (model R1132), equipped with an 1108 cc engine producing 50 PS (37 kW; 49 hp). Additionally, a higher-performance variant, the 8 model R1134 Gordini, was launched the same year, featuring a tuned engine of the same capacity generating 90 PS (66 kW; 89 hp). This enhanced power was achieved through a cross-flow head design and twin dual-choke 40mm side-draft Solex carburetors. The R1134 Gordini also boasted a four-speed close-ratio manual transmission, dual rear shock absorbers, and uprated springs. Initially, it was available exclusively in blue with two stick-on white stripes, and it could be distinguished from the 8 Major by its larger 200 mm headlamp units.
In 1965, Renault released the Renault 10 Major, which was a more luxurious iteration of the 8, featuring distinct front and rear styling. This model replaced the 8 Major in the lineup, offering enhanced comfort and sophistication.
Alconi variant in South Africa[]
Through their South African subsidiary, Renault Africa Ltd, a specialized performance version of the 1108cc '8' (model 1132) and '10' (model 1190) was assembled at their East London assembly plant. Sold exclusively in South Africa, this model was known as the Renault Alconi, a combination of the names of the developers, John Conchie and Eric 'Puddles' Adler, who operated under the banner of "Alconi Developments."
These vehicles underwent engine upgrades resulting in 68 bhp (net), offering performance close to that of the R8 Gordini '1100' and positioned midway between the standard Renault 8 and the 1255cc Gordini. The Alconis boasted impressive acceleration figures, achieving 0–60 mph in 11.9 seconds and a top speed of 97 mph, as reported by a road test conducted by "Car" magazine. They were priced at approximately 10% higher than the standard model.
Sold through Renault's dealer network in South Africa, the Alconis came with a factory warranty. The local strategy aimed to capitalize on the South African market's enthusiasm for racing, leveraging Renault's successes in local "Sprint" and "Endurance" races.
Approximately 400–500 Alconi vehicles were sold, with many more performance kits sold over the parts counters to upgrade standard vehicles.
Motorsport[]
Europe:[]
The car has achieved victories in prestigious events such as the Tour de Corse, Rally Poland, Rallye Açores, Rali Vinho da Madeira, Boucles de Spa, and Rajdowe Samochodowe Mistrzostwa Polski.
South Africa:[]
Renault (Africa) experienced significant sales penetration increases among the avid motor sport enthusiasts in South Africa, thanks to their active participation and sponsorship programs in racing and rallying. They offered a wide range of Gordini and Alconi race components to cater to this market. Between 1963 and 1969, during the sales period of the R8 model, Renault achieved remarkable success in motor sports, winning seven overall 1st Saloon car trophies in the annual Kyalami International 9-hour Endurance Races. These victories included three 4th overall finishes, one 5th overall finish, and three 9th overall finishes, competing against international purpose-built sports cars such as Ferraris, Jaguars, Porsches, and Cobras. Additionally, they secured three overall wins in the annual International Total Lourenco Marques Rallies.
The combination of South African motor sport sponsorship by Renault (Africa) Ltd and the enthusiasm of private drivers led to class and endurance race dominance, including frequent wins, by the R8 and Gordini R8 models. This success significantly boosted the market penetration and popularity of Renault vehicles in South Africa. Furthermore, Renault R8 and Gordini models clinched victories in the 1968 and 1970 South African Saloon Car Championship. The car also achieved notable victories in events such as the Rallye Côte d'Ivoire and Rallye du Maroc.
Australia:[]
Bob Watson achieved victory in the 1970 Australian Rally Championship and finished as runner-up in the 1971 Australian Rally Championship, both driving an R8 Gordini. Additionally, R8s participated in various other prestigious events in Australia, including the 1966 Australian Touring Car Championship, the 1979 Australian Rallycross Championship, the 1973 Hardie-Ferodo 1000, and the 1965 International 6 Hour Touring Car Race.
Furthermore, in 1963, the Renault 8 received the prestigious Wheels Magazine Australia's Car of the Year Award, recognizing its excellence and innovation in the automotive industry.
Related cars[]
- Alfa Romeo Tipo 103 - Although not directly related, the Tipo 103 prototype, constructed in 1960, shared similar styling cues with the Renault 8.
- Renault Dauphine - The Renault 8 was based on the Renault Dauphine, sharing its basic architecture and wheelbase.
- Renault 10 - Successor and based on the Renault 8.
- Dacia 1100 - Produced under license in Romania between 1968 and 1972, the 1100 was essentially a version of the Renault 8.
- Renault Caravelle - Also known as the Renault Floride, it shared some components with the Renault 8 and was produced around the same time.
See Also[]
News and References
Enthusiast Sites and Discussion Forums
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This page uses some content from Wikipedia. The original article was at Renault 8. The list of authors can be seen in the page history. As with Autopedia, the text of Wikipedia is available under the GNU Free Documentation License. |