62 La Renault 04/2017 renaultclassiccarclub.com
Club Officials
Honorary President Gary Creighton 01507 327784 Chairman Mark Pocklington 01507 604371 Vice Chairman Tony Nappin 01329 285160 Club Secretary Tony Topliss 01476 573212 Treasurer Fred Parker 01825 712916 Membership Secretary Fred Parker 01825 712916 La Renault Editor Fred Parker 01825 712916
Registrars & Coordinators
4CV / 750 Robin Redrup 01480 434984 R4 / R6 / Estafette Derek Flavell 07816 586642 R5 Tony Topliss 01476 573212 R5 Turbo / Turbo 2 James Oneill 07715 824815 R8 / R10 Nigel Patten 01276 25426 R16 Paul Draper 01962 793375 R15 / R17 David Kelly 01978 843253 R18 / Fuego Richard Birchenough 01270 764912 Alpine 110 Phil Gardner 01446 710682 Dauphine Malcolm Rogers 01933 357556 Floride / Caravelle Malcolm Rogers 01933 357556 Competition Secretary Nigel Patten 01276 25426 Spares Coordinator Robin Redrup 01480 434984 National Events Len Kiff 01992 420305 Wales Dave Wheeler 02920 309815 Ireland Seamus McElvanna 07751 057707 North West David Austin 07850 656663 Peter Bell 01606 44586 Yorkshire Derek Sparks 01845 597942 Lincoln & Yorkshire Duncan Topliss 01476 563753 East & East Anglia Len Kiff 01992 420305 South East Tony Nappin 01329 285160
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Editor's Ramblings! [email protected]
elcome to Spring! Memo- On the home front, the project to con- ries of the winter are rapidly vert my 10 to automatic is progressing W receding and it is time to but I doubt that it will be ready in time dust off the old Renaults and get them for either Popham or Basingstoke (see up and running for the summer. events).
The season starter, Retromobile, was The 5 was bought via eBay back in the even bigger this year and, as it turned summer. Advertised as having covered out, I made the mistake of going on a 125,000 miles it had actually only cov- Saturday. Usually I go during the week ered 12,500 and had a file of old MOTs but since last September I have had to and receipts to prove it. The bodywork drop off and collect my daughter each was in a bit of a state but the engine weekday for her school bus so I had to and gearbox worked really well. While go at the weekend and took eldest son, the 10 has to change from first to sec- Benjamin, with me. I have never seen it ond to third to eventually get to 60 so busy, it was absolutely packed. There mph, the 5 will easily accelerate to 55 in is a walkway between two halls to get to first gear. The changes from the auto the Artcurial auction and it was so box were really smooth and when I crowded it took 10 minutes to cover changed the fluid, after driving home what is a half minute walk. from Hertfordshire, it was as new.
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Readers’ Rides Tony Nappin
arque loyalty is customary its market share in the USA and a visit within the classic scene but by MD Pierre Dryfus and Director of M one reader, Tony Nappin, Research Fernand Picard was arranged really only rides the Gallic glamour in 1956 to ascertain what the French from the brothers Renault. manufacturer should create to satisfy the American market. Renault dealers Floride – Chic French Fancy pushed the idea of a similar concept to There can be no denying that Renault’s the VW approach, requiring an attrac- Dauphine based sportster was ‘tres tive sportster that offered style over belle’ uncluttered Italian styling from power, was easy to drive and fuel effi- Ghia’s Pietro Frua. Chausson produced cient. Over dinner at the Florida Gover- the sculptured panels that were assem- nor’s residence, the Renault executives bled by coachbuilders Brissoneau & arrived at a plan to utilise the Dauphine Lotz. underpinnings (as VW used the Bee- tle’s) in order to reduce production The model was required to break costs. Project 1092 was created and through the American desire for home whilst the name Floride was used to grown talent whilst fending off the recognise the models location of con- European challenge from the likes of ception, the car would actually be VW and its popular Karmann Ghia. The named Caravelle in America. Renault brand was looking to increase 4
By Grant Ford Courtesy: Classic Car Buyer
The Paris Motor Show of 1958 featured side air scoops on the previous model Renault’s new concept and enjoyed as the cooling radiator was moved to huge interest with 8,000 orders prior to the rear. Whilst the Caravelle version production. The New York Show in- remained a 2+2 coupe, the Floride S duced similar fascination with a further was essentially a soft top convertible 13,000 pre-production orders taken, with a fold down very occasional rear these alone required Renault to in- seat and an optional hardtop design by crease production from the planned 30 Ghia. The UK buyer of a Floride S fin- cars per day to 200. The Dauphine ished in Kilimanjaro White, with hard- based Floride would be built until 1962 top included, would have paid £1231 by which time the all new Renault 8 12s.9d including tax in 1962. had arrived, offering a similar rear en- gine driving experience but with more African Adventure power and improved handling, this This rather stunning Floride was origi- would become the base for the new nally purchased by a very generous coupe Caravelle and the Floride (S) or husband for his wife whilst the pair va- Speciale. cationed in France. Having spotted Introduced at Geneva in March 1962, several ladies negotiating the streets of the ‘S’ featured the 956cc Sierra engine Paris, roof down and looking glamor- from the Renault 8 and ‘filled-in’ the ous, the couple decided the Floride was 5
Readers’ Rides Tony Nappin
for them. There followed a trip to the club magazine and then into the hands factory at Billancourt where the order of restorer and Floride expert Malcolm was placed. The car would have to be Rogers. He confirmed everything was delivered to the husband’s work ad- seized up, the carpets had rotted and dress in Nigeria. the paint offered a totally flat appear- ance, but the low mileage at 9k and The Floride was driven to Liverpool and rarity of the model in RHD made up for loaded onto a cargo vessel for the any problems. Every fluid had turned to 4,500 mile, 19-day trip to Lagos. It re- a foul smelling gunge and the oil in the mained in Africa for four years and cov- sump had become a two-inch layer of ered 9,000 miles before the lady re- tar that required a paint scraper to turned to the UK after the sudden spoon it out. The engine internals death of her husband. Re-registered though showed little signs of wear and the ‘Speciale’ was used sparingly in the Malcolm promised himself a no expense short term before remaining garaged spared restoration, that is what the for the next 38 years. Floride received and why it still looks The garage in London where the Ren- superb 15 years later. ault had been stored was due for Parts came via the impressive talents demolition in 2001 and an advert found of the Renault Classic Car Club, not an its way into the marques classic car easy task when the car was stripped to 6
By Grant Ford Courtesy: Classic Car Buyer
the shell and anything replaced had to kindled my enthusiasm to find one, so I be genuine. Three years later the origi- contacted the Renault Classic Car Club’ nal engine, gearbox and drive train he explained. were all refitted, new carpets were the only requirement on the interior. Even Once in-touch with Malcolm Rogers the the door cards and seating had sur- pair had spent a couple of hours talking vived, just requiring many hours of old Renaults, especially Florides and gentle cleaning before returning to Caravelles; Malcolm agreed to pass on their original locations. Once completed any prospects that came his way. A few it was generally accepted as one of the days later Tony received another call best examples available, not just in the from Malcolm with the suggestion that UK but across the globe. his Floride S could be available for sale. ‘I couldn’t believe how good it was Right Place, Right Time when I first set eyes on her, pristine to look at and a pleasure to drive’ thus Tony Nappin had already looked at one the Floride headed south to Portsmouth Floride, via an eBay advert but it wasn’t eight years ago, at that time having the right car; ‘I was looking to re- travelled 14,200 miles under its own create my mid-sixties experience in power. Tony considers himself very for- 2008 I suppose and although the first tunate to have got the chance, thrilled one required too much work, it re- with his umpteenth Renault ‘it was just 7
Readers’ Rides Tony Nappin
a case of the right phone call, at the There aren’t many better places to be right moment, for the right car’. than behind the wrap-around screen of the Floride on a summer’s day, roof Tony has become part of the Renault down and enjoying the country lanes. Classic Car Club taking over as Vice The rear mounted 4 cylinder engine Chairman and the Floride is a regular humming away behind you with just on the show circuit across the south, 51bhp on tap, this Renault was never usually winning any trophies on offer. designed for the traffic light GP but for Speciale Test Drive the enjoyment of driving, and it deliv- ers that in abundance. From any angle the Floride oozes style, certainly Brigitte Bardot thought so be- The gorgeous thin gearstick snicks from coming the ‘fairy godmother’ of the car one ratio to the next, the suspension appearing in many Renault adverts with takes bumps in its stride and the four- the lines “The wind in your hair, the wheel disc brakes operate on a par with sun on your face and a bright smile most moderns cars. The seating is when you head for the sunshine and comfortable and although the Floride S open air ... Get away from it all with a does offer the option for rear travel you young, sparkling, sophisticated car ...” wouldn’t want to stay in the fold down and her payment for this advertise- seat for long. It really is a two seat ment, one Renault Floride. cruiser for Europe, a Thunderbird minus 128
By Grant Ford Courtesy: Classic Car Buyer
the muscle but making up for that with ever be sold as I have already prom- flair and style. ised it to my daughter.”
Under the bonnet there is ample bag- The Man for all Models gage room for a week in St Tropez, where the Floride would appear most at Tony Nappin appreciates anything Ren- home, whilst in the boot there is an ault, from a yellow seventies sports bag immaculate 20k mile engine. featuring the companies diamond logo, to a selection of French favourites The folding roof disappears completely parked outside his house. This sort of below the line of the boot lid for an un- passion doesn’t occur in every enthusi- cluttered look and surprisingly the hard ast so, over a coffee, surrounded by top slots into position with just a couple memorabilia, Tony told how it came to of fittings, although it does require two be. “The fascination didn’t start with people to hoist it into place. Once se- me, it was in fact my father or rather cured the roadster becomes a leak-free his new car that needed collecting,” my coupe, perfect for any winter runouts. host explained. The date was 5th No- Following an afternoon with the Floride, vember 1959, Tony’s father was look- it is no surprise my host confessed. ing forward to the arrival of his first “After all the Renaults I have enjoyed, car. After 27 years in the Navy the this is my greatest prize, I doubt it will choice of which vehicle was certainly 9
Readers’ Rides Tony Nappin
influenced by the local Renault dealer’s Three years later, Tony’s first Floride sales manager living next door. “He was on the forecourt of a local garage, used to come home in a brand new a deal was struck for the earlier pre-62 Dauphine every night and once my fa- model with the 845cc engine and drum ther saw it the decision was made, brakes all round. Finished in Kiliman- even though he was still to pass his jaro White with red interior and a red test.” The order was placed for a 1960 roof this car would be replaced in 1968 model, the first of which arrived IN late by a Caravelle, but with a second ‘59 at a cost of £716 complete with daughter on the way another change Renault’s latest Aero-stable suspension. was necessary for the family. “It was a lovely, low mileage example but for all Tony remembers collecting the car and its virtues, it wasn’t any good for carry- driving along the top of Portsdown Hill ing prams.” Tony explained, although overlooking the Solent with the sales- its replacement is one Renault I too can man explaining the switches and dials. appreciate. Running Fiats at the time there is little doubt the Dauphine converted Tony to A straight swop for a Renault 16 which the Renault lineage and before long his replaced the Caravelle in 1970. The 16 father would upgrade to the Gordini was such a revelation that Tony or- version, allowing Tony to own his first dered a new one at the bargain price of French car; it was 1962. £1200, provided the dealer could sup- 1210
By Grant Ford Courtesy: Classic Car Buyer
ply. The months went by but the 16 pleased the owner because this car failed to appear, so rather than wait would remain on the drive until 1979. any longer the customer took his busi- That year Renault introduced the ness elsewhere, purchasing a used Pas- ‘facelift’ 15GTL with a redesigned front tel Green Renault 12TL. The 12 was a end, far too tempting, especially when great success for the Renault brand, finished in a fast red with black assembled in kit form across the globe stripes. from Romania and Turkey to South America and even Australia where it As Tony explained, “the 15GTL not was named Import of the Year for only had the looks and beautiful Ren- 1970. ault Alpine seats but also came with a 1.4 engine which I found a little under By 1973 Tony was looking to change powered.” So, in 1982, a 2.0 litre ar- yet again and flushed with enough rived in the form of a one year old cash to purchase new it would be Ren- Renault Fuego GTX finished in silver ault’s own Acton dealership that bene- and that still resides under a tarpaulin fitted with the sale of a 15TS. Just re- on Tony’s drive. leased at £1500 Tony chose the subtle Burnt Orange exterior with cream It was the beginning of the turbo era stripes, complemented by green ve- for the French manufacturer and the lour interior trim! The colour obviously Fuego was the test bed, originally in 11
Readers’ Rides Tony Nappin
1.6 petrol or 2.1 diesel. Other innova- away it went, perfect starting for tions included being the first car with months, but it had to go.” remote (plip) door opening and a wind tunnel derived ultra-low drag of 0.32. Still not willing to deviate from the Renault path, when a new dealer In 1986, the year Nigel Mansell won opened up along the coast displaying the last British GP at Brands Hatch and the replacements for the 21 model Rover Group teamed up with Honda, Tony couldn’t resist a visit. An ex there was plenty of choice for the mo- demo Mark 1 Laguna finished in white toring consumer but Tony’s loyalty would be the last of what we consider never wavered as he purchased a a classic aged Renault in 1995, cer- 21Ti. Finished in red the 21 was barely tainly, several more versions of the used with low mileage and a starting French marque have been enjoyed issue that would remain dormant for since. Tony’s road is home to a Traffic months and then appear at the worst camper and a current Laguna but it possible moments. “It was one of was the simple, yet stylish models that those cars that could never be fixed,” thrilled this Renault loyalist 57 years explained my host. “ It would drive ago and they still captivate him now. into the supermarket fine, but when I came out it wouldn’t start. Leave it a few hours and then come back and 12
My 35 Year Flirtation With The 4CV
The following year, on the first of many holidays in a French gite, we found that the gite owner had a 4CV which he still used regularly. He even offered to let me drive it, but, as it was the first time I’d driven abroad, and I’d never driven a left hand drive car, I didn’t have the confidence to take him up on his offer.
had been an early Beetle owner and enthusiast for several years I when I came across a Renault 4CV for the first time. I had never seen one on the road in England, so it was proba- bly in a classic car magazine, around 1980. With the similarity in concept and design, it was virtually a French Beetle, so I knew I’d have to have one, some day. Throughout the 1980s, during our visits Sooner than expected, one came up for to France, 4CVs, and many other cars sale in Exchange & Mart, in Spalding, from the 1950s, could be seen aban- and, impetuous youth, I saw it and had doned at the sides of ancient garages, to have it, despite already having a which helped cement my desire to own fleet of five VW Beetles. Common sense one. This was long before the French prevailed, however, and after phoning scrappage scheme, in fact it was well the owner of 584 KPP meekly explaining before the French MOT, so 4CVs could that I couldn’t complete, I felt the worst still be seen in regular use. Oh for those kind of timewaster. I believe the car is days! still around.
M. Letouzet et famille with my wife Celia and me in 1983
My next encounter was a close one, as a 4CV came up for sale in Leicester, my 13
My 35 Year Flirtation With The 4CV
home town. It wasn’t much to look at, At last, in July 1988 a right hand drive ‘rather battered’ was the note I at- 750 came up for sale, probably in Ex- tached to the photo I took in 1985. It change & Mart, at that time, the best was a late ‘affaires’, left hand drive, and place to look for old cars. It was a long at £300 I thought it too expensive. Oh way away, in a place called Norman’s for those days (2)! That same car, BSV Bay, (near Eastbourne) on a private 628, now restored, has been for sale at road which was sometimes cut off when a dealer, and on Ebay, for £6000. the tide was high. I bought it unseen, something I’d done before and since, usually without disaster ensuing.
You can’t win every time though. It was obvious after I’d got it home that it was- n’t quite the car the owner had made it out to be. The ‘repairs’ were of poor quality (i.e. lots of filler), the engine wouldn’t run, and what I’d hoped would be a light makeover soon morphed into a full restoration, so with reluctance, I gave up on it after eighteen months and sold it at a loss. After positive outcomes In June 1987 I attended the Renault with the early Beetles I’d owned, this Owners’ Club meeting and may well was a chastening experience! have met some of you reading this now.
I have photos of two cars known to still exist, CFL 334 and PGD 444, both right hand drive (which, by then, I had de- cided was a pre-requisite for any 4CV I was going to own). Later in the same month I came across another right hand drive example, HEE 296, on dis- play at a Leicester car show.
What happened to YPB 385 is a rather sad story I sold it to an engineer for a motor racing team, who obviously parked it somewhere in a lockup and was then tragically killed in a car acci- dent. I only found this out from his sis- ter a year or so later when I forwarded some documentation. I understand that the whereabouts of this car remain un- known; I keep expecting it to appear on eBay as a ‘barn find’. 14
Richard Cotton
My experience with YPB more or less put an end to any thoughts of owning a 4CV, and I reaffirmed my interest in split-window (pre 1953) Beetles. But life moves on, my interest in old cars in general started to wane in the late 1990s, and by 2005 I’d none left. I hadn’t thought about, much less, seen, a 4CV for several years, having also taken a break from visits to France.
Then, late in 2012, I took early retire- ment, my enthusiasm returned and I decided I needed another car project. Inevitably, it was a VW Beetle first, then a Fiat 500 (the Italian Beetle), but the next one was going to be a 4CV. Again, it would have to be right hand drive; driving an old left hand drive car with a large blind spot in a busy city like Leicester is not so much fun. The Fiat was rhd and I have converted the Beetle.
I had intended to contact Robin Redrup for help in the search (having last been in touch in 1989) when the Fiat and Only today, whilst writing this article on Beetle were complete, later in 2017. a wet March morning, have I gone However, as these things happen, HEE through my photo collection and realised 296 came up on Ebay, right hand drive that I have a photo of the car in its hey- and with star wheels (another pre- day of 1987. It has been off the road requisite), so I had to have it. since 1988 and is now in rather a sorry
state, the worst part being the crease in the roof from something heavy falling on it. Definitely rescuable, but I’ll have my old age pension well before it will be drivable again. I’m hoping this time the flirtation will become a proper relation- ship.
I am about to start dismantling the car and looking for parts. Very little came with it, so if anyone has any boxes of 4CV bits they no longer need, please let me know. [email protected]
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Renault 10 Restoration
ay back in the early 1990s I went to an ROC event at Filching Manor. Steffan was also there with his Renault 10. Both of us had pushchairs with some very inquisitive tod- W dlers. His son, Aaron, is now a member of the club with a Renault 6 and our three are out in the big wide wonderful world without a Renault in sight—where did I go wrong?
16 Steffan Mather
Anyway, Steffan has been renovating his Renault 10 and recently sent me these pictures of the work he has been carrying out. The engine had to come out to do the timing case oil seal and then wings off to put on some new old stock wings and a couple of good second-hand wings in preparation for a full respray. Pictures of the finished 10 next time.
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ModelsR4 & Estafette Registrar David Austin
ell it is time for a big have too many vehicles to keep on change. I have been think- top of. I have decided to let club W ing for a while that I would members know about this before I eventually replace my R12 Estate advertise the car nationally, remem- with something more modern. I did ber this is a modified vehicle and think that the Mk1 Espace I re- will need specialist insurance, but it vamped recently would do the job, is not expensive through the right but I much prefer the R12! broker. Please email or phone me if you are interested. Likewise, the I do a huge amount of mileage and Espace needs to go, so if anyone is the commute into London is not get- interested in this please get in ting any easier, my brief was for a touch. practical family estate car, petrol powered, automatic and air con. At Renospeed, Christina’s car resto- Now I have this and the R12 Estate ration came to an end in January, must sadly go, it is still totally reli- just in the nick of time for a photo able and I can go anywhere in it shoot from Classic and Sportscar with complete confidence, but I magazine. The article is in the April 1218
Derek Flavell
edition although some of the word- Gardens near Tenterden, Kent. ing was from a couple of years ago. It is great to know that such a pres- We are hoping for a good turnout tigious magazine has an interest in and are expecting a Dutch contin- the humble R4! I am now in the gent and a reporter from 4L maga- process of rebuilding a donor chas- zine. sis for Karen’s R4 GTL, I cut out the entire floorpan and welded in a Orange R12 genuine Renault panel, the finished job does not look like it has ever I have been slowly picking off little been worked on! jobs, but it has been too cold to spend too much time in the garage. Kent Run The Gordini steel wheels are fitted, most of the heat shielding is done, it We are meeting at the M20 services, is just a case of fitting the bonnet junction 8 on Sunday 30th April be- back on the car and getting down to tween 10 and 11am. We are then the rolling road, waiting for a decent going to drive down to Hole Park spell in the weather. 19
ModelsR4 & Estafette Registrar David Austin
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Renault 4 Malibu
22
Tony Topliss
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Wheeler's Workshop
Historic rallying, hillclimbing, Established UK Events encompassing hill- sprinting & racing climbing and sprinting now also have age related classic car classes and inter- national circuit racing such as the Le t’s interesting to follow these days Mans classic 24 hour race where you will the various events which our classic find 4CVs racing, just as they did in the I Renaults and Alpines are eligible to early 1950s. enter, following the drought of such events until the 1980s when the Golden We now have, thanks to the tireless ef- 50 Rally was inaugurated and won by forts of our competition secretary a spe- Paddy Hopkirk in a Mini, and then the cial class for Gordinis and Alpines which Welsh Counties Car Club Coronation Rally has become a popular fixture at the was resurrected in 1983 after its run in Farnborough and District Car Club first 1953. These events seemed to sprint events held in the Eelmore and pump prime the interest in this growing Rushmoor venues in the Aldershot area. area of motor sport, with more and The organising club Farnborough and more interesting vehicles appearing District Motor Club [FDMC] has been and competing as the years rolled by. voted the best club in the UK for 2016.
Today there are numerous events for A new event has surfaced in Brittany –St cherished classics of all makes and sizes, Goueno which some of our regular com- the most prestigious arguably is the petitors are entering in Alpine A110s, Monte Carlo Historique rally, which fol- V6 Alpine GTA and R5 Turbo 2s, how- lows just after the WRC main event ever, this event unfortunately clashes held in January. Renault Historique enter with the BOC La Vie en Blue event held their vehicles, usually R8 Gords, R12 at Prescott in late May, which effectively Gords and R4s piloted by the various now loses 4 competitors who have opted famous drivers, who in period, entered to be in France. Again we have the an- and competed in the original Rally itself. nual late August event the Etretat VHC and there other UK based events. Years ago I used to attend the Loheac events when that illusive bit for your 4CV rallying in period Gord was available in the autojumble stalls for eye watering prices, but it also gave you the opportunity to view I was privileged to be given the opportu- the static internal display of cars in the nity by Mr Eddy Perk of Piper Cams fame Manoir de Auomobiles, operated by M. to have a loan of his late father’s com- Hommel an ex Gord Trophy racer. petition scrap book dating from the early 1950s, and containing photographs and Today some of these cars compete on event results, and candid photographs the Monte Carlo, along side private en- taken at these events. Piet Perk and co- tries such as our Norwegian colleague driver H. Kreisel had considerable suc- Torgjier who has entered a few times, cesses together in numerous interna- and this year he finished 40th from an tional rallies and I understand that they entry of hundreds while Jean Ragnotti in won their class in the Tulip Rally in 1952 the official Histoire de Collection R8G fin- starting From Den Haag and finishing 4th ished 247th. o/all 2 places behind Ian Appleyard’s
24
Dave Wheeler
Jaguar MK6 and they also competed on rubber silent blocks, which in extremis the Monte Carlo events as well. will wind up literally and add some rear wheel steering under the full load of I fully intended to research this docu- competition, well it keeps your attention ment and write a potted competition riveted to the route of which ever event history of the crew and the 4CV, but it you are driving on. would take many magazine editions to publish it. I feel privileged to have been However, best laid plans etc. my 2004 able to absorb the information it con- Laguna decided to give audible notice to tained. quit with its gearbox, just before Christ- mas by making banging noises and these Many years ago Eddy had sold jointly to were getting worse day by day. A used me and Paul Godfrey the much travelled JR5 010 box was eventually found up 1090 Dauphine bodyshell which came north and was delivered on a pallet to my from the late Bill Seaton’s garage in garden. Upon inspection I noticed that Prestwick. Bill, a noted Dauphine tuner of the cable operated gearchange bell- that period did transformation parts for crank was broken off, presumably dam- converting a 1090 Dauphine into a faster aged in transit. So I sourced another JR5 powered ‘kitee 1093’ version including a 010 box in Swansea, which came on yet quick rack kit with a 9 tooth pinion in- another pallet, this was intact but I did stead of 6 tooth. I have such a kit fitted not like the amount of backlash in the to my R8G. [Read the article on the diff, so I purchased a 3rd JR5 010 box “Prestwick Flyers”] this garage also locally in Cardiff from a 2003 model, supplied Gary’s R8 Gordini Project a few which I eventually had fitted on Friday years ago, this Gord was Bill’s personal 13th January with a new Valeo clutch road car and was fitted originally with a while it was all dismantled. CB Radio and is now in the capable hands of Stuart Levee. As a coincidence The garage owner called to advise half the Seaton Dauphine shell then went via way through the process that the new Tony Topliss in Grantham to Mark Reeves hydraulic concentric release bearing sup- in Horsham who started its restoration, plied by me was not compatible with the and now the nearly finished project is car’s hydraulic hose union, so we had to currently residing in Gary’s Creighton’s fit the original bearing. I took the incor- Garage while finalising a few bits and it rect bearing back to the supplier and should be on the road soon. Two resto- exchanged it for an 11mm hose entry ration projects from one source. I guess port one, still incorrect, so it went back it holds the record for the most travelled again and after chatting with the Renault Dauphine in the UK without any wheels, parts manager, who was well versed with engine, suspension etc. this issue, he advised that I needed a 13mm port entry bearing as the motor Things ’69 R8 Gordini factors seem to have it sized incorrectly on their web sites. I now have the cor- This Winter’s lay up planned suspension rect bearing sitting on the shelf. upgrading work on the car started well after my last outing at Rally Day, with Meanwhile I could not start the car the the fabrication of various radius rods next day after having the replacement being well underway to help locate the box fitted, so I bought a replacement rear drive train better than just the std starter motor and changed it [4 hours] 25
Wheeler's Workshop
lying on my back in heavy drizzle, and stable ] into the then new R8 model while doing so I decided to fit a tempo- when it was launched, but this time he rary hot wire from the replacement added the “A” frame trailing bars, again starter solenoid directly to the battery with rubber bushes at the seat squab +terminal and the car happily turned end. I understand that selling a saloon over. After a lot of cranking it eventually car to the masses, would benefit from reluctantly fired up into life. I put up these vibration absorbing squidgy silent with this way of starting for a week or blocks insulating the body shell from the so while I contemplated what to do next, transmission/engine noises, this is effec- I looked at new keys [£200each], or pos- tively what modern cars have in their sibly change the card reader, checked floating subframes, but being rear engine the wiring blocks etc, but while reading and with swing axles attached to the on line about this issue with other La- gear box with wheels at each end the gunas, I discovered that the clutch pedal whole lot can move around considerably, has 2 electro/mechanical sensor switches getting worse as the rubber ages. fitted, one to stop engine stalling by tell- ing the ECU to raise the RPM at idle, the other to tell the ECU it’s OK to start as the drive is disconnected [despite being in gear] so now by depressing the clutch this allowed me to start it via the dash button.
After doing this for another week or so, I also read on line that the reverse light switch with 3 poles can cause starting issues if duff, I checked the reversing lights and yep they did not operate, so I next swapped the switch from the origi- nal noisy box and hey presto it all worked again, reversing lights and also the dash starter button operation. Adjustable gearbox end steady arrangement Reflecting back on this, the reversing light box switch tells the ECU as to whether the car is in gear or not, it will Having sampled the solid gearbox side not permit starting the engine in gear, mountings kit usually referred to as the but when this switch then fails, the clutch Racing Kit, the feel on the road improves sensor will allow starting only when the favourably, my 17G engine installation in pedal is depressed as a fall back safety the previous R8 also had rose jointed measure. You live and learn. radius rods from the 1600 block std en- gine mounts to the suspension cross Anyway back to the R8G M. Gregoire the member located in the former Aerostable famous French engineer who designed cushion attachment holes. [These holes this full silent block flexible drive train oddly carried through in production R8 installation system after the simpler 4CV and R10 cross members to the end of version seemed to just transfer the later production]. Dauphine silentblock system [not Aero- 26
Dave Wheeler
reducing the tramping during launch con- trol on events.
Finally I removed the O/S swing axle again to provide an easier working area for fitting the foregoing mods to the gearbox and in doing so I fitted a Speedy sleeve kit to the universal joint oil seal spigot, which increases the diameter slightly, and also gives a perfect smooth running face for the seal lip. I hope that this finally solves this annoying leak.
Adjustable o/s radius rod test fitting
In period a group 2 kit was available for the R8G which used simply harder rubber and had less compliant Silentblocks for the gearbox and engine mounts, an im- provement, but unobtainable for dec- ades.
N/S radius rod anchor point in cross- member & new side mountings design
A arms as made adjustable for length and eccentrics removed
Today, harder [70 shores rated] engine mounts have been remanufactured by Meca Parts of which I have now fitted a pair, and allied to and hopefully with the adjustable modified “A” arms and new O/S gearbox side mount test fitting engine steady radius rods fitted will hopefully not only improve the high Best wishes to all for the 2017 season. speed roadholding, but will also help with 27
Renault’s Inspiration For The Espace!
Suggested by Tony Cansfield
Spotted on Gran Canaria
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Events 2017
April:
30th. R4 Kent Run Derek Flavell 07816 586642
May:
1st. Popham Classics & Air Show Roland Poole 01252 314804 8th. Basingstoke Festival of Transport Tony Nappin 01329 285160
June:
4th. Louth Classic Car Show Gary Creighton 01507 327784 18th. Grantham Car Show Tony Topliss 01476 573212
July:
8th. East Kirkby Car Show Gary Creighton`01507 327784
August:
27th. Little Gransden Classics & Air Show Len Kiff 01992 420305 28th. Knebworth House Classic Car Show Len Kiff 01992 420305
Please contact the person whose name is against the event(s) you would like to attend as he will probably have the entry forms for that event. In particular, the organisers of the Little Gransden show are rather particular and contact should be made with Len Kiff first.
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My Other Car is ... A Citroen BX
The Citroen BX was introduced in 1982 and was an instant success, even though the series one BXs were still car- rying the Citroen tradition of a quirky dash with satellite controls and a drum speedo, but it saved Citroen from bank- ruptcy.
1986 saw the introduction of the series 2 BX with the more favoured, standard dash layout. The materials generally felt thought you may like this article better quality and the BX became the I've been meaning to do it for a long top selling diesel car in the country. I time and I will email the pictures It was very serious competition to the from a different computer. other makers, until they stopped pro- duction in 1993. It is possible that you It's always interesting to catch up with could be lucky and find an M registration Richard Allen the Renault 16 guru and a but they are rare. man full of interesting facts. One thing that stuck with me and has made me write this article was the his comment that apparently a lot of Renault 16 own- ers replaced their ageing 16s with a Cit- roen Bx.
So, taking this into consideration I thought that I could write about my BX for the "other classics" column.
A little bit of history to start with. In the Moving on, I found out, that at my ga- early 1980s Citroen was pretty much rage, the great cull of the Box began in finished. People were fed up with com- around 2002 when a serious number of plicated cars that mounted huge garage my customers were selling their cars repair bills and spare parts that were mainly for a Xantia and the BX became very expensive. Citroen needed a model history. After realising how they had that was approachable by the general become a classic I started to think about mechanic and as the Citroen advertising getting one for my collection, I noticed a slogan went when the car was released: 1987 19 Trs for sale in Croydon, South Loves driving, hates garages. London.
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Rob Moss
I replaced all the dash bulbs at the same time. The wheels were sent away to be painted and new Michelins were fitted. The one thing that really shocked me was the wheel arches, with some hot water and soap I managed to get the original paint gleam so I took the wheel arch covers off washed those and got some Autoglym on them and they came up like new. The bumpers were a real handful as they are colour coded and The vehicle in question was advertised they were very hard to paint the correct as a spares or repair car with a very colour with the correct satin finish. short MOT and tax. It had a hydraulic New number plates with the original leak from one of the infamous return dealership replicated onto the plates and pipe looms and the owner had been told new bumper trims made it look amazing. the part wasn't available anymore. This of course was nonsense. It was £200 and if not sold within the next week when the tax ran out it was off to be scrapped.
Turning up to view the car I was amazed at the great general condition of the bodywork which was very straight and original, the mileage of 65k I took as genuine.
Starting the vehicle the car started in- The fuel cap required new metal so I cut stantly which is rare with the auto choke a section from a scrap car, got it welded set up, the clutch was heavy, there was in and had the wing painted. The graph- some rust around the fuel cap area and ics on the car needed to be copied and the heater knob was seized. After a little refitted. That is the only bodywork been road test I decided to buy it. Once back done on the car. I think I spent about a at my garage I went through the car £1000 going over the car, it's an utter fitting a new Valeo clutch, new hydraulic gem to drive, in fact as far as I'm con- return pipes. I removed the heater ma- cerned it drives like a new BX now. trix flushing out the debris and removing In the Citroen world the BX has a real and unseizing the heater tab not a great following and we have been restoring job on one of these I have to say. quite a few of them over the last 4 years. 31
For Sale: Contact Derek Flavell on 07816 586642