World Library  
Flag as Inappropriate
Email this Article

Renault 8 and 10


Renault 8 and 10

Renault 8 / 10
Manufacturer Renault
Also called Renault 10
Dacia 1100
Bulgarrenault 8/10
Production 1962–1973 (Renault 8)
1965–1971 (Renault 10)
1965–1976 (Spain, Renault 8)
1966–1970 (Bulgaria, Bulgarrenault)
1968–1971 (Romania, Dacia)
Assembly Flins, France
Mariara, Venezuela
Plovdiv, Bulgaria
Valladolid, Spain
Mioveni, Romania
Ciudad Sahagun, Mexico
Heidelberg, Australia
Casablanca, Morocco[1]
St. Bruno, Quebec, Canada
Algiers, Algeria (CARAL)
Body and chassis
Class Small family car (C)
Body style 4-door saloon
Layout RR layout
Engine Renault 956 cc I4
1100 cc I4
1255 cc I4
1289 cc I4
Transmission 3-speed manual
4-speed manual
5-speed manual
Wheelbase 2,270 mm (89.4 in)[2]
Length 4,000 mm (157.5 in) (Renault 8)
4,200 mm (165.4 in) (Renault 10)[3]
Width 1,490 mm (58.7 in)
Height 1,375 mm (54.1 in)[3]
Predecessor Renault Dauphine
Successor Renault 12

The Renault 8 (Renault R8 until 1964) and Renault 10 are two rear-engined, rear-wheel drive small family cars produced by the French manufacturer 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. The Renault 8 ceased production and sales in France in 1973. By then the Renault 10 had already been replaced, two years earlier, by 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 1971 as the Dacia 1100. In total 37,546 Dacia 1100s were built.[4]

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.[5]


  • Renault 8 1
    • Launch 1.1
  • Semi-automatic transmission 2
    • More power 2.1
    • Facelift 2.2
    • European Rally victories 2.3
  • Gallery Renault 8 3
  • Renault 10 (branded in some markets as the Renault 1100) 4
    • Use in films 4.1
    • The end 4.2
  • Outside Europe 5
    • Alconi 5.1
    • Motorsport Achievements in South Africa 5.2
    • Motorsport Achievements in Australia 5.3
    • Award 5.4
  • References 6
  • External links 7

Renault 8


The R8 (model R1130) was released in June 1962[2] 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 the first prototype produced, at unusually short notice, by Philippe Charbonneaux, was fashionably boxy, however;[2] 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.[2] The R8's engine followed the pioneering example of the recently introduced Renault 4 by incorporating a sealed for life cooling system.[2] A distinctive innovation on the French produced cars was the fitting of four-wheel disc brakes, a first for a saloon/sedan car of this size.[2] However, when in 1965 Renault's Spanish affiliate[6] introduced their own version of the Renault 8 for the (then tariff-shielded) Spanish market, it came with drum brakes.

The 8 was powered by an all new 956 cc Cléon-Fonte engine developing 44 PS (32 kW; 43 hp).

Semi-automatic transmission

For 1963 (initially only in France), Renault offered a semi-automatic transmission of unique design, developed and produced by Jaeger.[7] 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, while the transmission itself was a three-speed mechanical unit similar to that of the Dauphine—but from the beginning, in this form, with synchromesh on all gears.

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 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.

Benefits included comparable fuel economy to the manual transmission version, and easy adaptability to 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.

More power

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, 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 was also distinguishable from the 8 Major by the bigger 200mm 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 1255cc unit rated at 100 PS (74 kW; 99 hp). The R1134 Gordini cross-flow head design 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 1108cc engine rated at 60 PS (44 kW; 59 hp). 8S model also had the same twin headlights as 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. Also, the Romanian sport version was named Dacia 1100 S.[8][9]

European Rally victories

The car has won the Tour de Corse, Rally Poland, Rallye Açores, Rali Vinho da Madeira, Boucles de Spa and Rajdowe Samochodowe Mistrzostwa Polski.

Gallery Renault 8

Renault 10 (branded in some markets as the Renault 1100)

Renault 10 (1965–67), Round headlight version
Renault 10 (1967–70), "Square" headlight version

In September 1965 the Renault 10 Major (branded in some markets as the Renault 1100) was launched, replacing the Renault 8 Major. This was a lengthened version of the Renault 8 with an increased front overhang and a much enlarged front luggage compartment, its capacity increased from 240 to 315 litres. The dimensions of the central passenger cabin were unchanged, however. The 1,108 cc engine, which for some markets had already appeared in top of the range versions of the Renault 8, came from the Renault Caravelle. In the French market the Renault 10 found itself struggling to compete with the successful Peugeot 204 introduced in the same year.

Early R10 had round headlights,[10] but just two years after launch the 10 itself was facelifted, rectangular headlights now further differentiating it from the Renault 8.

Alongside the Renault 10, less powerful versions of the Renault 8 continued in production at the Flins plant with the existing shorter body.

A larger unit, the 1289 cc engine from the new Renault 12, was fitted to the Renault 10 for the Motor Show in October 1970, giving birth to the Renault 10-1300.[11] Although the engine mounted at the back of the Renault 10-1300 was in most respects identical to that fitted at the front of the Renault 12, the unit in the older car was effectively detuned, with a lowered compression ratio and a listed maximum output of 52 PS (38 kW; 51 hp) SAE (48 PS (35 kW; 47 hp) DIN) whereas the unit in the Renault 12 was advertised as providing 60 PS (44 kW; 59 hp) SAE (54 PS (40 kW; 53 hp) DIN).[11] In effect this placed Renault in the bizarre position of offering two competing models in the same market category, but the older rear engined design came with a listed price 1,000 francs (approximately 10%) lower and a top speed of 135 km/h (84 mph) as against 145 km/h (90 mph) for the entry level Renault 12.[11] The 1108cc version of the engine was also offered for 1970, but now only when combined with the Jaeger "button operated" semi-automatic transmission which had been offered in earlier versions of the car since 1963.[11]

French production of the Renault 10 ceased at the end of summer 1971, by which time the model had been selling for a year in parallel with the commercially more successful Renault 12.

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.

The end

Although production of the Renault 10 ended in 1971, the 8 was still sold in France 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 market, and components for the 8S and 8TS assembled in Mexico.

Outside Europe


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 and sold in that country only as a Renault Alconi, between the years 1964/5 and 1968 or 1969. Engine upgrades resulted in 68 bhp (net) and a performance close to that of the R8 Gordini '1100' and midway between the standard Renault 8 and the 1255cc Gordini. (S.A 'Car' Magazine)[12][13]

Motorsport Achievements in South Africa

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 [14] The car also won the Rallye Côte d'Ivoire and Rallye du Maroc.

Motorsport Achievements in Australia

An R8 won the 1970 Australian Rally Championship, was runner-up in the 1971 Australian Rally Championship, and 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 was awarded Wheels Magazine Australia's Car of the Year Award.


  1. ^ "Somaca Casablanca". Retrieved 19 April 2010. 
  2. ^ a b c d e f "Automobilia". Toutes les voitures françaises 1962 (salon Paris October 1961) (Paris: Histoire & collections). Nr. 19: Page 57. 2001. 
  3. ^ a b "Autotest: Renault 10 (1,289 c.c.) Latest version of Renault's rear-engined medium-small family saloon, with new longer-stroke four-cylinder engine. Lively performance, without fuss. Light controls, very efficient brakes. Directional stability poor in side winds, but cornering good. Quiet, comfortable and economical small car.".  
  4. ^ The Dacia Output by Models at
  5. ^ Tim Rauen. "Tim's Alfa Romeo Page - Alfasud". Retrieved 20 October 2010. 
  6. ^ Fasa-Renault was a partnership between Renault and Spain which produced cars for the Spanish market subject to government requirements for a high proportion of local content which meant, at this stage, that Spanish built Renaults were not considered suitable for other European markets. Things changed after the death of Francisco Franco when Spain joined the EEC and the Spanish auto-market was integrated into that of the rest of western Europe.
  7. ^ A. Dubois Dumée (October 1998). Renault, 100 ans moteur d'ideés: Le magazine du centenaire. Renault. 
  8. ^ The history of Dacia 1100 (Romanian)
  9. ^ Dacia 1100 at (Romanian)
  10. ^ "History Renault 8/10". 27 October 2009. Retrieved 27 August 2011. 
  11. ^ a b c d "Automobilia". Toutes les voitures françaises 1970 (salon [Oct] 1969) (Paris: Histoire & collections). Nr. 31: Pages 40 & 43. 2004. 
  12. ^ [
  13. ^ Renault Model 8 & 10 Alconi Renault Alconi
  14. ^ [2] list of many of the R8 South African endurance and rally successes

External links

  • Team RedBackRacing in Australia Pages: Renault 8 Gordini and Renault Sport Spider
  • Réné's Renault Pages: Renault 8 and 10
  • El Rincón del Renault 8
  • Renault 10: Reconstrucción de un Clásico Desconocido
  • Renault 10 en Colombia
This article was sourced from Creative Commons Attribution-ShareAlike License; additional terms may apply. World Heritage Encyclopedia content is assembled from numerous content providers, Open Access Publishing, and in compliance with The Fair Access to Science and Technology Research Act (FASTR), Wikimedia Foundation, Inc., Public Library of Science, The Encyclopedia of Life, Open Book Publishers (OBP), PubMed, U.S. National Library of Medicine, National Center for Biotechnology Information, U.S. National Library of Medicine, National Institutes of Health (NIH), U.S. Department of Health & Human Services, and, which sources content from all federal, state, local, tribal, and territorial government publication portals (.gov, .mil, .edu). Funding for and content contributors is made possible from the U.S. Congress, E-Government Act of 2002.
Crowd sourced content that is contributed to World Heritage Encyclopedia is peer reviewed and edited by our editorial staff to ensure quality scholarly research articles.
By using this site, you agree to the Terms of Use and Privacy Policy. World Heritage Encyclopedia™ is a registered trademark of the World Public Library Association, a non-profit organization.

Copyright © World Library Foundation. All rights reserved. eBooks from Project Gutenberg are sponsored by the World Library Foundation,
a 501c(4) Member's Support Non-Profit Organization, and is NOT affiliated with any governmental agency or department.