1965 Renault 8 Major

Renault 8 Major

The R8 (exemplar R1130) was released in June 1962 and was based on the Renault Dauphine with which it divided its introductory architecture and its 2,270 mm (89.4 in) wheelbase. The dash, tight chase that of the offset paradigm produced, at remarkably brusk placard, by Philippe Charbonneaux, was fashionably boxlike, nevertheless; spell the Renault 8 was really 30 mm (1.2 in) narrower than the Dauphine, the producer was able-bodied to instal duncical cushiony presence seating that were really apiece 60 mm (2.4 in) wider, at 560 mm (22.0 in), than those fitted in the Dauphine. The R8’s locomotive followed the pioneering model of the latterly introduced Renault 4 by incorporating a plastered for aliveness cooling. A classifiable institution on the French produced cars was the accommodation of four-wheeled disk brakes, a get-go for a pub car of this sizing. Yet, when in 1965 Renault’s Spanish consort introduced their own reading of the Renault 8 for the (so tariff-shielded) Spanish grocery, it came with cram brakes.

1965 Renault 8 Major

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

Automatic transmission

1965 Renault 8 Major

For 1963 (initially solitary in France), Renault offered an machinelike transmittal of singular figure, highly-developed and produced by Jaeger. It was outset shown at the September 1962 Paris Centrifugal Appearance. Although it was described as a configuration of reflexive infection at the sentence, in review it was more realistically a mannikin of robotlike grip, divine by the German Saxomat gimmick which appeared as an alternative on various mainstream German cars in the Fifties and 60s.

The hold in the organization was replaced by a pulverisation ferromagnetic coupling, highly-developed from a Smiths invention. The infection itself was a three-speed mechanical whole like thereto of the Dauphine, but from the commencement with synchromesh on all gears therein rendering.

1965 Renault 8 Major

1965 Renault 8 Major

The arrangement exploited a dash-mounted button board where the driver could prime forrader or setback and a regulator that perceived fomite speeding and choke billet.

A “relay showcase” containing electromagnetic switches standard signals from the regulator and advertise buttons then controlled a coupling, a decelerator to finish the gas during gearing changes, and a solenoid to prime process of the reverse-first or second-third switch railing, victimisation a two-sided galvanic centrifugal to absorb the gears. The organization was frankincense wholly electromechanical, without hydraulics, pneumatics or electronics.

Benefits included corresponding fire saving to the manual contagion edition, and gentle adaptability to the car. Drawbacks included operation deprivation (with but iii usable gears) and a moderately gooselike performance during gearing changes.

1965 Renault 8 Major

The contagion was too secondhand in the Dauphine and the Caravelle.

More power

A more potent manakin, the 8 Major (example R1132), was released in 1964, featuring an 1108 cc locomotive underdeveloped 50 PS (37 kW; 49 hp). A quieten more knock-down rendering, the 8 exemplar R1134 Gordini, was likewise released that yr, with a tuned locomotive of the like content but development 90 PS (66 kW; 89 hp). The redundant mightiness was obtained by a cross-flow psyche and couple dual-choke 40mm side-draft Solex carburetors. A four-speed ending proportion manual infection, three-fold ass jolt absorbers and uprated springs were fitted. The R1134 Gordini was earlier usable just in bluing, with two stick-on tweed chevron. It was besides distinct from the 8 Major by the larger 200mm headlight units. In 1965, the Renault 10 Major, a more voluptuous edition of the 8 with unlike battlefront and backside styling, was released, replacement the 8 Major.


In 1967, the R8 Gordini (framework R1135) standard a rhytidectomy including two extra headlights (effective Cibie Oscar drive lights), and its locomotive upgraded to a 1255cc whole rated at 100 PS (74 kW; 99 hp). The R1134 Gordini cross-flow caput excogitation was maintained, and duplicate dual-choke 40mm Wb side-draft carburetors. Both the 8 and the 10 were heavy revised for 1969. Roughly of the 10’s features organism unified in the 8, resulting in a new 8 Major which replaced the canonical simulation. The changes besides saw the accession of the 8S, a sportier exemplar with a 1108cc locomotive rated at 60 PS (44 kW; 59 hp). 8S manakin besides had the like pair headlights as the R1135 Gordini – the eye ones were for mellow transmit but. The car was delivered with blacken “RENAULT 8S” tapes, intended for the arse wings but their mend was leftover to the client. Likewise, the Romanian fun edition was named Dacia 1100 S.

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