Renault R8: The First Wheels Car of the Year

Rare even when new, the Renault R8 Gordini commanded respect as it matched VW ruggedness in the Aussie bush while adding a mighty sting in the tail. Its no-nonsense looks and towering all road performance would keep it on local rally podiums for almost a decade. (Image from: shannons.com.au)

As the R8 celebrates 50 years since its Australian debut and winning the inaugural Wheels Car of the Year award, it’s worth revisiting how this unassuming little car raised the bar overnight. It also turned Renault into a major local player. Arriving just months after the ageing Morris Minor 1000 exited, the Renault R8 with just 8cc more was a game changer for the Australian small car market in 1963. The Gordini version that followed in 1965 would then hold the line against far newer and more powerful motorsport rivals into the next decade.

This delightful late model Renault Dauphine as spotted recently in Albi, France was offered in Australia in this colour and specification. Although it delivered extra style and a set of rear doors over a VW Beetle, the Dauphine could only be a niche seller in Australia with its limited performance. Yet its ride and grip from its all-independent suspension and outstanding fuel economy set the scene for the R8’s immediate acceptance.

Although Renault Australia had set up a new head office in Sydney in 1959, local assembly in Melbourne and Sydney was still piecemeal under local distributors on the R8’s April 1963 release with minimum local content. Because the Renault R8 was such a big leap ahead of the Dauphine it replaced, local R8 sales and rapid acceptance prompted Renault to take over the assembly facilities of Continental and General Distributors in West Heidelberg, north of Melbourne. West Heidelberg was the location of the former 1956 Olympic Village which by then housed a workforce that was unusually stable.

This coincided with a new Australian import regime that demanded a greater commitment to local assembly or revert to full import status. The Renault R8’s immediate acceptance made this decision straightforward. Because Continental and General also assembled Peugeot, Renault integrated its domestic arch-rival as part of the take-over for extra assembly volumes and improved dealer viability from stocking two complimentary model ranges.

From there, Renault went from strength to strength. With a growing home grown range to promote, the company exploited the opportunity to dominate Australian rallying. Renault had already learnt from Armstrong 500 class wins at Philip Island in 1961 and 1962 with the Dauphine-based Gordini, there was much to be gained by campaigning a version of its main model range. As tiny Renault engines and Bathurst climbs proved less than ideal, it was time for the new rally arena.

A global tidal wave of new small cars caught Renault on the wrong foot with its ageing Dauphine range. As Alfa Romeo built and sold small Renaults in Italy, Renault could fast-track R8 styling by drawing on its Italian partner’s Type 103 prototype which never went into production. (Image from: favcars.com)

The Renault R8

By 1962, even the biggest car companies couldn’t see a clear way forward at the three way fork in the road that would take them to the best mechanical layout for a small family car. By then, the duplication costs were horrendous if production facilities had to cater for all three.

Three equally compelling cases were presented by the Ford Cortina, with its traditional front engine/rear drive layout, the Morris 1100 for the front engine/front drive team and the Renault R8 representing the rear engine/rear drive approach. All three were car of the year contenders in their own right.

Even Renault was taking an each way bet by replacing its rear engined 750/4CV with the front-drive R4 while Ford was offering a front-drive Taunus 12M in Germany that shadowed the Cortina in looks and size.

The Renault R8 and its R10 offshoot would be the last and the best of the tiny rear engined sedans as Renault would switch to the front drive R12 for its next generation. Volkswagen followed with the Golf. Not even the last VW Beetles or 1600 Type 3 could approach the R8’s advances.

As this June 1963 Wheels cover showed, the Renault R8 made a big splash in Australia when war-time babies and the first of the baby boomers were hitting Australian roads. For other Australians who had yet to purchase their first car, the R8 offered an unprecedented blend of ruggedness, fuel economy and comfort for the money.

As Renault walked away from its earlier rear-engine styling that tagged its cars as oddball, the R8’s conventional three-box styling eliminated the weirdo factor from an R8 purchase. After Chevrolet had led the way on this issue, other companies such as NSU and Hillman were shadowing the Corvair’s styling but not Renault.

Because of the flood of new small family cars, Renault had no time to apply its new R4 thinking to its Dauphine range. The response was a simple boxy style that was astonishingly space-efficient and slipperier than expected. Even if its bluff front gave the game away, the extra boot capacity was a bonus. Because of recent collaborations between Alfa Romeo and Renault, the R8 had to quickly draw on themes established by the front-engined Alfa Type 103 prototype, Alfa Romeo’s vision for a future small family car. The resemblance surfaced again in Alfa’s 1300 and 1600 Giulia sedans that appeared during this period.

By not wasting time on defining a radical new look, Renault could translate features of the future for immediate application in the R8. The long list included a sealed cooling system, radial tuned suspension and standard radial ply tyres, face-level fresh-air vents, flat floor, fully-padded dash, exceptional seat comfort and adjustability, inboard fuel tank isolated from rear impacts, windscreen washers, full fan-assisted heating-demisting system, four wheel independent suspension, four wheel disc brakes and a strong structure with rollover strength. The last feature was just as well but more of that shortly.

Space and access for four adults was exceptional, the front boot was big, the under bumper front spare access was clever and the rubber-tipped bumper design was also the way of the future. The tiny but bullet-proof five-bearing 956cc engine was at least a match for any 1.2-litre rivals with fuel economy in the 7l/100km range. All for under $2000.

By January 1964, it was on a Wheels cover again, this time as the magazine’s first ever Car of the Year. Editor Bill Tuckey and his wife-to-be were the R8’s target market and with both looking genuinely pleased, no wonder it was a turning point for Renault in Australia.

No wonder Wheels was smitten by the new model, enough for it to appear on the cover of the June 1963 issue then again in January 1964 as the Car of the Year winner. The second cover featured a smiling young Bill Tuckey behind the wheel with his wife-to-be looking as if the new model had just taken her breath away. Pure gold for Renault’s fledgling local presence.

But there was a dark side. There was no synchro on first, not ideal for a sub-one litre engine pushing this much car.

Despite Renault’s best efforts to tie-down the R8’s swing axle rear suspension, the water-cooled inline four was significantly higher, heavier and longer than VW’s air-cooled flat four, all on the wrong side of the rear axle. To trick the R8 into believing this was normal, Renault specified a bizarre combination of tyre pressures that made Brock’s Polarizer pressures look sensible.

Coupled with the rear-mounted fuel tank and a large empty boot upfront, the R8 was a lead-tipped arrow in reverse if the tyres reached their limits. As it entered several spins led by the rear, it was only a matter of time before the rear wheels caught a lip in the road surface and flipped the car on its roof.

It was during such a scenario as a rear passenger that caused this writer’s right ear to be severed. During the rollover, the rear glass landed on the road in one-piece and exposed the knife-sharp roof edge. By the time the near new Renault was back on its feet, it had left behind a trail of body-filler that had fallen out from the same contact points during a previous but identical scenario. Why its original owner had sold it so early was now on view!

You really had to know your Renaults to pick the first local Gordini’s bigger headlights and lower ride height even if the exclusive French racing blue and white stripes made it easier. Like the Cooper S, it wasn’t too hard for R8 owners to imagine that it was their little car slaying the giants of the rally circuit. Most local examples saw some competition as it was showroom ready. (Image from: shannons.com.au)

The R8 1100

Not everyone encountered the R8’s dark side so the R8 1100 upgrade generated another round of accolades. “Marvellous, simply marvellous” said Wheels in December 1964.

A 5mm increase in bore and expanded combustion chambers boosted capacity to 1108cc fed by a bigger Solex carburettor. It brought only a tiny horsepower increase but a whopping 20 per cent increase in torque. A brand new all-synchro gearbox and improved linkages contributed to an 8km/h boost in top speed and a full four seconds off the 0-100km/h times.

It was a timely upgrade as the new Morris 1100 had arrived with enormous impact.

Wheels finally mentioned the recommended 14psi front/26psi rear tyre pressures, noting that they induced artificial understeer that could be turned into oversteer on demand with just 4psi extra in the front tyres. Such low front pressures left expensive Michelin radials exposed to almost certain sidewall damage as soon as you left town. If a well-meaning garage attendant raised the front tyres to anything resembling “normal” pressures, novice R8 drivers could suddenly find themselves spearing off the road backwards without warning, as happened in the above scenario.

After the R8 1100 was offered at the same $1996 as the old one with increased local content, and the original 956cc version now cheaper, it was time to build some attitude around the R8.

The special Gordini engine may have been housed in what looked like a tin box but it was right up there in technology for its time. Note internal fuel filler for standard tank and cold air feed. A hemi head, extractors and twin dual throat side draught carburettors for well under $3000 really pushed the boundaries. No wonder nothing much could catch it in rallies. (Image from: shannons.com.au)

Enter the R8 1100 Gordini (R1134)

It would be hard to list any car before the arrival of turbocharging that almost doubled its output as the first R8 Gordini did over the R8. The boost from 50bhp/37kW to 95bhp/71kW was a staggering achievement in 1965. This was the premise behind establishing R8 credibility. On paper, they were the same 1108cc engines.

The plug leads plunging down the centre of the rocker cover previewed the extent of the Gordini upgrades.

A full cross-flow hemispherical aluminium head fed by twin dual throat Solex 40 side draught carburettors from Italy were highly exotic by 1965 standards, and unheard of at $2630. Valves were inclined at a true hemi’s 50 degrees! The wild-looking four into two extractor and sports muffler combination was race-track stuff, not road car.

Ditto for the oil cooler and the wild cam timing overlap that dictated a 1100rpm idle to smooth out the lumps. Despite a wicked 10.5:1 compression ratio, the optimum gas flow allowed it to run comfortably on Australia’s low 95 RON Super petrol, something the Cooper S couldn’t do.

Although the R8 1100’s new gearbox was up to the job, something had to be done to tie the suspension down. It was lowered by 1.6 in/41mm and twin dampers were fitted to each rear spring. The extra negative camber at the rear made it less likely to trip over or jack up on its swing axles. Steering was sharpened but that was it. It said plenty about the reserves in the base car. Brake pads were upgraded with a new servo to counter the extra pedal pressures.

The Gordini starting point may have been built to a price but the essentials were first class. Compare this cabin with that of an EH S4 from the same era which forced drivers to hang one hand on the roof gutter while steering so that they wouldn’t slide across the seat! (Image from: shannons.com.au)

Black leathercloth trim and a dash full of round instruments were the only major changes inside. Apart from the French racing blue exterior with delete option white stripes, only the bigger headlights and Gordini badge told unsuspecting motorists what had just wasted them.

Its sub-12 second 0-100km/h times and 111mph/178km/h top speed was knocking on the door of the Lotus Cortina, Porsche 356C and Alfa Romeo 1600 GT Sprint while running away from 1965’s local sensation, the first Valiant V8. The standard air horns had every reason to be there! The standard R8 fuel tank accessed via the engine compartment was a Gordini shortfall. Waiting for a Gordini to run out of fuel could be just as effective as trying to outrun it.

Local production history is unclear. Some say as few as 50 or 60 but no more than a 100 of these R8 1100 Gordinis were assembled from a mix of local and imported parts. Officially available between July 1965 and August 1966, the R8 1100 Gordini was still listed well into 1967. 

Consolidating national assembly at West Heidelberg in mid-1966 ready for the long nose R10 to replace the R8 may have prompted Renault to stockpile a small supply of R8 1100 Gordinis before the R8 body was dropped. Because the R8’s days were far from over elsewhere in the world, R8 Gordini history had at least one more exciting local chapter to go as a road car. Because Renault Australia could now ramp-up R10 production ready for the R12 to arrive at the close of 1970 then continue into 1971 until the new model was established, the Gordini still had a job to do.

The switch to the R10 in mid-1966 marked the end of the R8 1100 Gordini in Australia even though it was still listed until 1967. Because the R10 continued with the R8 1100 running gear and most of its bodywork, the R8 Gordini’s rally successes were still relevant. This last of series 1970-71 R10S was a special local model that gave owners a sample of Gordini capabilities at a fraction of the price. (Image from: shannons.com.au)

Enter the R8 1300 Gordini (R1135)

An unusual road test of a private example owned by Don McLean of Whyalla in South Australia in the August 1968 Motor Manual provides one of the few records of local R8 1300 Gordini history. First listed late in 1967, a RHD 1300 Gordini in a choice of overseas colours could only be purchased on special order for $2998. There were some suggestions at the time that unless you held a CAMS licence, wanting one with money in hand was not enough.

At the time of the 1968 test, it was noted that only 12 examples had thus far been delivered. Despite plans for at least 50 examples to arrive this way, it is more likely that genuine local deliveries would have struggled to exceed 20. Because the R12 would replace the entire R10 rear-engined range by 1971 and the first ADRs were applicable just prior to this, it made little sense for Renault to commit beyond the special order R8 1300 Gordini.

It was a model that required commitment from start to finish as its high state of tune challenged local Renault agencies, a concern raised in the test. But what a car! Power rose by 11.5 per cent to 103bhp/77kW and torque by 20 per cent. Another bore increase had lifted capacity to 1255cc, a preview of what was coming in the R12.

The gearbox was upgraded to a five speed and luggage space was traded for an extra 5.7gallon/26litre fuel tank attached to the boot floor. Auxiliary driving lights were mounted on the front as standard. Weight went up by about 50kg as the extra kit added up.

The 8000rpm tacho, 120mph speedo, alloy-spoked/thick-rimmed steering wheel and plump reclining front seats helped define one of the best long distance cockpits in such a small car. By tailoring the new five speed’s ratios to match the taller final drive, there was an effortlessness missing from earlier Gordinis. On a long trip, a driver could use the floor-mounted fuel supply tap to choose between the front and rear tanks and tailor the fuel load over the front axle for the conditions.

The later R8 1300 Gordini as sold in Australia between late 1967 and 1970 on special order only. Just as interesting is the IKA Renault Torino next to it, Argentina’s national car at the time. Rambler American-based, the Torino styling was tweaked by PininFarina. Fangio led a Torino team at Nurburgring 1969 which might explain why they are all together in this period photo. (Image from: seriouswheels.com)

Brakes were listed as 10inch/254mm discs all round. Motor Manual noted that the carburetors were now Weber twin choke 40 DCOE side draughts that looked similar to the Solexes there before. Photos of the test car revealed a wild-looking upswept exhaust outlet and quite discernible negative camber at the rear. The tester noted that it would be a very skilled driver who dared hang the tail out on the bitumen.

The mood of the test summed up the changes afoot by 1968. Even if the R8 Gordini was unbeatable on the rally circuit and unbelievably capable over a wider range of Aussie roads than most, a world placed on red alert by Ralph Nader was starting to tire of swing axles and cars that could turn around and bite you without warning. It didn’t stop Motor Manual from declaring that “at $2998, it is in the top bracket of performance for value packages.” Yet that same money in 1968 would have bought a Fiat 125. Or for $2500, you could have had your pick of a new locally-built Renault 16 or Peugeot 404.

Then in 1970 as the special order Gordini was withdrawn, Renault released a post-script that seemed to combine the best of both worlds while the R8 Gordini still dominated the local rally scene. Called the R10S, it was a unique Aussie model with a $2100 price tag reflecting Renault’s new found local flexibility. Distinguished only by its delete-option black bodyside accent and better wheel and tyre package outside, it featured the European R8S 1108cc powerplant with dual throat Weber, upgraded head and gearbox in the last of series local R10 body. For a skilled driver on dirt roads, it provided enough of the Gordini experience without surrendering its frugal and comfortable everyday capabilities.

By 1971, Renault was committed to the local production and certification of the front drive R12 and R16 ranges. The rear-engined range was the obvious casualty. Nader’s focus on the safety of rear-engined models such as the Corvair and VW along with the importance of US exports, had already helped narrow down the front engine, front drive layout as the first choice for most European small car manufacturers. Because front engine, front drive was now the only layout that could maintain the space and winter traction that were still priorities in even the cheapest cars, rear-engined cars were soon followed by front engine, rear drive models.