Renotes

No. 2 The magazine of the Renault Owners Club April 2003

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R5 Cabriolet
An in-depth look at this rare car

Paris and a R16

O W N E R S C L U B

Renault track days

 Contents
R4 project p12 4 Chairman's notes

4 Events

5 Letters to the Editor

9 SU carb. for a R4

10 Paris and a R16

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12 Project R4F4

15 New Registrars

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16 Renault track days
Clio Cup 172 p25
17
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Safrane jacking beam
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18 Renault 5 EBS Cabriolet

21 Retromobile
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23 AGM report and officers

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25 Clio Cup
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28 Renault 'Blue Jeans' conclusion

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33 Classified adverts
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Support for Safrane p17

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FRONT COVER: Keith Stanton's

immaculate R16

e-mail: magazine@renaultownersclub.com
Editor: John Cowgill

Renotes is published by the Renault Owners Club

89 Queen Elizabeth Drive, Beccles, Suffolk NR34 9LA
Tel: 01502 715943
R16 in Paris p10
The views expressed in Renotes are not necessarily those of
the editor or the committee of the Renault Owners Club

Copyright: All rights reserved. No part of this

publication may be reproduced, stored in a retrieval system,
or transmitted in any form, or by any means, electronic,
mechanical, photocopying, recording or otherwise, without
prior permission
 Renotes

Comment
Now that the AGM is over for another year it is time to start thinking
about waking the classic up from its winter sleep and getting ready for
another full events season. The years events start with the Welsh run and
this is open to all Renaults, not just Twingos. So whether your car is
brand new or a classic there is no excuse for not going along and getting
involved.
Following repeated comments in this column pleading for members
contributions it is heartening to report that of late letters and articles have
come from a wide cross section of members. Please keep it up, this is just
the kind of input we need to ensure that we are able to sustain the high

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standard of the magazine.
A couple of recent phone calls, one from a new member, got me

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thinking about dealerships and the quality of service. Our new member
bought a new Laguna II via the internet from a dealer quite some distance

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from his home, not a problem really as any warranty work required can
be carried out by any Renault dealer. He was however surprised that no-
one from Renault had contacted him to see how he was getting on with
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the car and whether he had any problems. Like me, he has doubts about
leaving a new car 18,000 miles before its first service, so a call to his
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local dealer about changing the oil before this mileage prompted the
response that yes they would change the oil and filter for 79, the price I
suspect reflecting the area where he lives.
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While I have no doubt that Renault and Elf have done their homework
and engines will run 18,000 before service I do still have doubts about
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the other mechanical bits and pieces, not least the brakes. This being so
the editorial Clio will be back at the dealership every year for a full
inspection and oil and filter change.
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So, have a you recently bought a new Renault? You have. Then let us
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know how things are going. Are there any problems with either the car or
the dealership, or is the car and the service first-class? Either way we
want to know.
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Renault Owners Club magazine 3

Renotes

Oh, and if youve got a nice phase

Vice-chairman's notes
E ver noticed how some cars seem to
have disappeared overnight. Where
there were once many, now they are
virtually extinct. Think of the Fiat
Strada, Peugeot 305, Citron Visa, early
Ford Sierras and Vauxhall Astras.
When they were current models you
couldnt move for them cluttering up
every kerbside. But now they are more
or less extinct. The same applies to our
very own Renaults. Where are all the
early R9s and 11s? Mostly dead now I
suppose and if a recent trip around a
few local scrap yards is anything to go
serviceable 1980s cars out there which
you can pick up for loose change.
Indeed, one Ford dealership of my
acquaintance has stopped sending its
pre-1990 part exchanges to auction and
invariably rings the scrap man instead.
Less hassle you see.
A recent scout around Ebay almost
landed me an immaculate 1984 R11
TSE with only 56k for the princely sum
of 57 (sadly I was beaten to it by
another). These cars are generally still
sound, parts can be picked up for very
little in most cases yet they are modern
one R11 (preferably TSE / TXE /
Electronic spec) thats taking up room,
then Im your man 07740 103848 or
events@renaultownersclub.com
Now that the AGM is done with we
can get on with the rest of the year,
those of you with older Renaults can
wake them up and we can get out and
about again. The first event up is the
excellent Twingo Run 3, although as it
has been said before, its not just for
Twingos Im taking the Clio, I also
know of a Clio 172 Cup and flame
throwing R21 Quadra going along for
the fun as well. The rest of the events
you can find in amongst the magazine

by, five years from now we will ask
where all the 25s, 19s, and R21s have
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enough to be viable every day wheels.
but suffice for me to say, on behalf of
So if your garage is empty get out there
the committee, we hope to see you

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vanished to. The moral of this story is and buy yourself something interesting
go and buy one now. Our throwaway which in a few years will be rarer than there!
society means there are plenty of an early R30 TX! David Austin

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Events 2003 rs JUNE
6/7/8 Invitation from Citron Car Club to
Bourton-on-the-Water for a French
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Car Day.
MAY E-mail David Austin for programme and
Sunday 18 WELSH RUN 3 map.
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We have now finalised the Twingo Run 3 to be held on

Sunday, May 18th 2003. We cordially invite you to join us TBA KILBRONEY, N. Ireland
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where we are convinced that at the end of the run you

will agree that the challenging roads, the breathtaking 29 BROMLEY PAGEANT
scenery, the incredible dams, will have been all worth John Barltrop is again flying the ROC
flag at this popular event.
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while.
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If you visit our web page on http://www.twingo.uk.com AUGUST

you will see an entry form. Please print and remember to 10 GAYDON
enclose a cheque for 5 per person to cover refresh-
Our main event this year will be a
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ments at the Final Control. one-day event (Sunday) and will include
The Twingo is 10 years old this year so lets make it a autojumble, driving tests and the usual
special event. Fill in your Entry Form straight away. club competitions.
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Look forward to seeing you at the start.
For those of you without internet access please contact
Dafydd or Beryl for an entry form.
Tel & Fax 01766 770203. Mobile 07720402077.
e-mail: dafydd@welshman.freeserve.co.uk
Sunday 25 Peugeot GTi Club French Car
Show.
Stanford Hall, Lutterworth. A massive
gathering of standard, modified and
performance French cars. The club has
a stand and will be attending.
Entry 5 per person.
31 and June 1 Tatton Park. Once again the club will
have a stand at this huge show in the
north west.
Invited clubs include: Citron CC,
Peugeot OC and DeLorean CC
SEPTEMBER
TBA PEAK DISTRICT run (Finish at
Crich)
NOVEMBER
Sat/Sun 8/9 CLASSIC CAR SHOW, NEC
Theme will be 1980s. A good R9 or 11
is required. Also R30, R18 Est, R4 Van,
early Trafic van, late model R12, R14
or anything else of interest built
between 1979 and 1984.
Please contact David Austin.
E-mail: events@renaultownersclub.com

4 Renault Owners Club magazine


Reader's letters
Vice-chairman responds
Dear Sir,
After reading Renotes No1, 2003, I feel
I must respond to the letter from
Nicholas Antram regarding my Vice
Chairmans Notes (December 2002).
As I stated in the article the
government is undoubtedly anticar.
One group that advises the governments
transport policy is SERA. The leader of
this association, Kristine Beuret stated
The car is the last bastion of freedom
this must be overturned. The Highways
Agency should act as a management
authority allocating permits to drive
into towns. People should be made to
wait until a space becomes available.
People who live in the country say they
need to drive into towns I say its
their fault for living in the country.
The most famous car hater of them all
is of course Ken Livingstone, famously
telling the Sunday Times in 1999 I
hate cars, if I ever got any powers again
Id ban the lot.
On the issue of speed, it is inappro-
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priate speed which kills, not speed per
se. One only needs to look at the
statements of Thames Valley Police
officer Gary Baldwin, Most of the
accidents I have attended were caused
by bad driving, not speed (speaking on
BBC2), or that of Ken Williams,
Norfolk Chief Constable and Chairman
of the Association of Chief Police
Officers Cameras should be bright, I
have no time for the argument that
cameras should be hidden, I am
interested in prevention (ACPO report
02.08.02).
Speed in itself does not kill.
Inappropriate speed can kill an awful
lot. The bigger problem on our roads is
poorly trained drivers who cannot read
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the road and prevailing conditions to
determine what is an appropriate speed.
Carelessness kills, anger kills, incompe-
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tence kills but whod be brave enough
to ban two-thirds of drivers from our
roads. Maybe its not speed that kills
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but attitudes which stifle?
On the issue of congestion charging,
the London congestion charge is not
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HAYNES
AS LAST TIME
Half page
Renotes
designed to help the environment or
anything else. It is purely designed to
raise money. If the powers that be
genuinely didnt want cars in London
they would ban them. Pure and simple.
But they do want them, only they want
to raise extra money by charging a
minimum of 5.00 per day. This is
another form of tax nothing more,
nothing less.
David Austin
Burnley
Speed kills?
Dear Sir,
As a member of an owners club it is fair
to assume Nicholas Antram is interested
in motoring even though he does hold
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views (letters, Feb 2003) that could
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indicate he is not. It is difficult to see
how anyone can say that this
government is not anti-car.
The large increases in taxation we have
seen from it bear disproportionately on
motoring and hit those in rural areas,
where there are often few alternatives,
particularly hard. I do not consider that
the Vice-Chairman offers a tirade far
from it. He merely expresses views,
which I hear all the time from anyone
remotely interested in, or well informed
Renault Owners Club magazine 5
Renotes
about, transport and motoring. Long
may they continue to be published. The
present government and its supporters
seem very sensitive to criticism, which
is most justified in relation to its
transport policy. People like Mr Antram
call such criticism a tirade in an attempt
to stop proper debate
The Speed Kills campaign is as
misguided as the incomprehensible
notices saying think. I have yet to
work out what this is supposed to
achieve. Speed in the wrong place and
time is certainly dangerous. Just to say
speed kills is an oversimplification.
That all have to suffer road humps etc is
part of the governments mind set, in
that the way to stop a problem is to
punish everyone, not the culprits.
Road humps make everyone suffer
when a few policemen in the right place
with hand held radar guns would stop
those who actually do the speeding.
While most would agree that anti-social
speeding needs to be curbed, why not
concentrate on stopping those who do
it, rather than present methods? There
should be far more emphasis on driver
training, rather than the blunderbuss of
ever increasing blanket restrictions. The
reason seems to be cost: the promises
on law and order and numbers of police
are among the many broken ones.
The government collects very large
tax revenues from motorists but fails to
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spend it on things of benefit to
motorists or the travelling public
generally. Now called the tax disc, the
original purpose of the disc was to
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finance roads and was called the road
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fund licence.
Roads are an important part of the
national infrastructure contributing to
the economic efficiency of the country.
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Present congestion is partly due to
increases in traffic volumes, but also to
the neglect by successive governments
of the road infrastructure and of the
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alternatives to road, which now often do
not exist. Long term government
inaction is a large part of the problem.
People against building necessary roads
often say they attract traffic which is
about as sensible as saying we should
not build new hospitals as they will
become full of sick people!
Mr Antrams final paragraph
summarises so many ridiculous views
in one sentence 1 thought a short rant to
put another side to the debate would be
of interest.
Keith R. Allen
York
Any other members who would like to
enter this debate are invited to send
their letters to the Editor at Beccles.
6 Renault Owners Club magazine
The way forward
Dear Sir,
I have just finished reading the
December magazine, which I thought
was very good (as was the preceding
one). Five good features by accom-
plished writers and translators, which
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collectively represent a prodigious
amount of time and effort. I am duly
grateful to those involved.
Once again however there is the cry,
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from two quarters, that the membership
is apathetic and must better itself.
Apathy is not an option, we are told.
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Well I have not contributed anything
previously over the couple of years or
so that I have been a member, but Im
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not apathetic. I should think there are
probably plenty more like me, who
joined the ROC primarily in the
expectation of learning useful technical
tips, sources of new and used spare
parts, cars for sale, etc basic stuff like
that.
Our cars are worth very little,
bangers really
and, if they are
sole transport,
take a fair amount
of time to keep on
the road. The
work we put in to
keep them mobile
is really not all
that interesting
just a hard slog
which leaves us
tired and dirty and
disinclined to put
pen to paper to
relate how we
changed a
driveshaft or
whatever.
I believe, however, that the editorial
team and the major contributors to the
magazine are more at home with their
pens than spanners and thus have a
rather different perspective. This is all
fair enough and a matter of balance etc.,
but it does explain to some extent the
resounding silence from a large
segment of the membership. Another
pretty large
segment, ie owners
of current models
can hardly be
expected to be
bursting with news
of their activities,
can they? Their cars
are not very
interesting as they
are new and reliable
and worse still, not
much different from
anything else in
their market sector.
The inference to be drawn from the
foregoing is, in my opinion that the
Committee must be prepared to cut its
coat according to the cloth. In practical
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terms this could mean publication of
how to do it articles culled from
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Renault information sheets to dealers,
drawing of special tools, etc. Lists of
spares still held by the factory for the
more popular models might inspire
people to get to work, and I would have
thought that with 50 years worth of club
magazines to go at, there would be lots
of previous articles that would be of
interest to present-day members and
well worth re-printing.
One of the problems endemic in an
all-embracing club of this nature is a
certain lack of cohesiveness and it is
not really possible to do much about the
problem. This subject is touched on by
the Kangoo Registrar in his latest
report. I have to say that personally I
believe a degree of specialisation does
engender solidarity amongst those
involved, as any members of one-make
clubs for pre-war cars will be aware.
This situation is in part responsible, I
suppose, for the unfortunate problem
the club has in respect of finding
volunteers for the committee and the
fairly low attendance at the AGM. For
my part, if I thought that by attending in
my R4 Id meet up with ten other
similarly scruffy characters in similarly

battered everyday Noddies, Id be there
like a shot (and probably volunteering
for everything!) But the reality, alas, is
nothing like that, is it?
I hope that other R4 owners within
the club are collecting up the new
consumable spare parts that are now
being got rid of by motor factors etc. I
have a car filled up with these, mainly,
alas for the earlier pre-GTL models but
I take them all in, needless to say.
I wonder if I am unique in that I
have owned no other car than R4s since
1973? Mileage covered has been about
370,000. They are not bad cars once
youve found out how to stop them
dropping apart from rust! I did check
with the local Renault dealer recently to
see if new chassis units were still
available, they are (well done, Renault)
but the price is pretty terrible. Actually
once the body is lifted the chassis is a
very repairable proposition and Renault
can supply very sensible repair sections
for the rear ends of the chassis side
members.
What I need to learn is the hands-on
down-to-earth way of renewing the rear
suspension bushes, a seemingly terrible
job. Who can help?
Richard Mawer
Lincs
Clio help and advice
Dear Sir,
Firstly an open question. The engine of
my 1997 Mk.1 Phase 3 Clio 1.4S
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Maxim spins very quietly up to exactly
3200 rpm in any and all the gears and
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then takes on a hard edge, which
remains throughout the rest of the rev.
range. I suspect that this noticeable, but
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not objectionable drumming may have
something to do with the engine
coming on song or onto the cam or,
alternatively, with the harmonics either
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of the engine compartment or the
exhaust system or the high frequency
vibration of a panel, such as the boot
floor, to which NVT patches have not
been applied. This model is very akin to
the more widely sold, similar capacity,
three-door RT Clio of the same vintage,
but with a few twiddly bits on, so it is
possible that other Club members may
have experienced the same annoyance
and managed to overcome it by some
simple means like fitting Jubilee clips
on the exhaust system to change the
harmonics thereof, or whatever. Any
helpful hints would be greatly
appreciated.
Secondly, as a quid pro quo, some
advice. One of the goodies fitted to
many versions of the Clio (including
mine) is a glass sunroof, either
manually or electrically operated,
depending upon model. One day, after a
round of the recent very wet weather, I
found drops of water coming out of the
headlining console (the one housing the
PLIP receiver, interior lights and (in my
case) the winding handle for the
sunroof, especially as the car went
round corners. Added to this, the front
part of the moulded headlining was
sopping wet. To cut a long story short, I
took the car along to a company
specialising in windscreens and
sunroofs, where I discovered that this
makeshift shower is a well-known
problem with Clios, Saxos and Peugeot
106s of a certain age. Bearing in mind
that no fault is always due to one cause,
a leaking sunroof is unlikely to be the
fault of the glass and the sealer against
which it presses in its closed position,
but, nevertheless, it is wise to ensure
that the gully between the plastic
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surround of the sunroof and the rubber
sunroof seal as well as the (top) face of
the seal itself are dirt-free. The gully
can be cleaned carefully with a cloth
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wrapped round a wallpaper scraper, but
dont let the sharp edges nick the seal.
It is surprising how much gunge this
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operation reveals! Make sure, of course,
that the seal is sitting correctly on its
seat all the way round.
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In fact, the culprit is more than likely
to be the outer plastic surround, which
forms the outer edge of the sunroof
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cassette as it fits into the car roof. In the
interests of cost, this is located from the
inside of the vehicle, underneath the
moulded headlining, with very few
bolts (usually up to four maximum on
each side and up to six maximum both
back and front, whereas after-market
units usually have at least double this
number) and it sits on a foam rubber
gasket, which, with age, simply looses
its elasticity and sealing effectiveness.
half an hour (when the strips of
With the natural ageing, the main
moulded plastic surround also looses its
rigidity and warps and goes wavy
according to where the locating bolts
bite. It lifts, especially round the
corners, so that the rain seeps in easily
under this outer plastic shoulder, no
matter how tightly the glass of the
sunroof is sitting on its seal. If anyone
is having an unasked for shower, it is
recommended to take a close look at the
way this surround sits in the car roof
and to observe where there are
noticeable gaps.
The cure is as simple as sealing with
windscreen sealer, but any DIYer
should mask both the roof as well as the
surround, leaving about a tenth or an
eighth of an inch exposed both on the
car roof as well as on the surround,
before applying the (black) sealant
either direct from the tube or from a
Renotes
R16 world record?
Do you own and drive a R16? You
do. Then this is for you.
Benoit Diringer is attempting to
assemble the largest number of
R16s in one place at one time and
to have the whole thing ratified by
Guinness World Records.
The event is set to take place
towards the end of May or
beginning July 2004 in the Alsace
region of France. Last date for
entry is January 1, 2004.
If youre interested you can get a
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vehicle entry form direct from
Benoit, e-mail:
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benoit.diringer@libertysurf.fr
gun (like the one used to seal a bath to
the bathroom tile surround) in order to
obtain a professional finish. If there is
any chance that there is moisture
remaining under the lip of the plastic
surround, it is important that it should
be blown out with an airline before
commencing operations, so that that
hidden area is absolutely dry or the
sealant will not adhere properly and
further leakage will occur. Oh, and
before applying the strips of masking
tape, dont forget to wipe both the
plastic surround and the car roof with a
suitable (preferably non-oily) solvent to
ensure a good bond for the sealant,
which, after application should be
smoothed with a spit-moistened finger
which ensures slipperiness. As in the
case of bathroom application, the
sealant will have skinned over in about
masking tape can be gently removed)
and it will be ready for careful fine
tuning with a sharp craft knife after
about forty-eight hours. If carried out
carefully, the result is difficult to tell
apart from the original fitment, but, if
you are not too confident about doing
the whole operation yourself, the local
windscreen and sunroof specialist will
probably charge around 25 for profes-
sionally carrying out this quite messy
job for you in about half to three-
quarters of an hour ... and if that turns
out not to cure the problem in your
case, then you will have some sort of
leverage with him to undertake the next
step in this watery battle, whatever it
may be!
Hector Mackenzie-Wintle.
Dorset
Renault Owners Club magazine 7
Renotes

Adrian Flux
As last time
Full page

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8 Renault Owners Club magazine

 Renotes

R4 loveS U! model of HS2. In addition to the carb.

adaptor I purchased the air cleaner plus
the cable support bracket. An
accelerator cable from a Citron AX
provides a direct replacement for the
existing cable and the existing choke
cable can be adapted very easily.
After a bit of careful filing the carb.
adaptor was made to fit over the
existing manifold stud spacing. One
thing I have failed to mention is that
although the adaptor has connections
for water heating I did not attempt
connect this into the R4 heater system
basically because winter driving is out
of the question, in the interests of
prolonging the life of the chassis and
bodywork.
With everything connected up and

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an AN needle fitted (standard fit on
Morris Minor 1100cc engine), the

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engine fired up and ran like a sewing
machine. A road test showed that after

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some tinkering with the mixture setting
acceleration was smooth and quite
lively, an enormous improvement.
No problems have been encountered

Don Reid transplants an SU carb. on to his R4

W hat British invention could
possibly improve the driveability
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is switched off.
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Fuel consumption is approx. 45
mpg, certainly no worse than before
had kept from the 1970s (ex Morris
Minor, A40 etc.) and it seemed to be
the conversion. An increase in top
speed was not the objective but 70 mph
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of a R4? An SU carb, of course! serviceable. A manifold adaptor would cruising seems quite effortless (with
Why? Because its simple and take some locating but this item was on one person on board!).
efficient; and stops the fuel leaking past sale in the 60s and 70s therefore there On a general note I enjoy reading
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the float needle on the 281F when the was at least a remote chance of finding Renotes, a good blend of the old and
engine is switched off. one. An internet search was to no avail new and my thanks must go to Mr
My R4 GTL is in very good but the Reliant Robin came to my Hetherington, Motor Sport Secretary,
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condition and is enjoyable to drive but rescue! An SU carb adaptor was used who recommended Wylam Garage on
what a cheap and nasty carb., producing on the Robin, certainly since 1980 as I the Tyne for chassis repairs. I think the
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hesitant acceleration at best. Well, I
thought, you cant beat an SU HS2
carb. for economy and smooth running
so why not try one.
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discovered when idly browsing in my service dept. at the garage enjoyed
local scrapyard. getting the R4 through its MoT the year
I did not buy the Robin carb. before last. A previous R4 visit was in
because I knew I had already a good 1992!

First of all I checked over the one I choice of jet needles for the earlier Don Reid

New members Mrs J Young R4 GTL Conwy

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Sean Mulherine Clio Staffs

M J Ludlow R4F4 Worcs
Neil Spry R5 Gord. Devon
Mrs C T Buggy Megane Cheshire Doreen Davison Fuego Kent
Mark Oatley R14 Somerset
P A J Pattison Clio Williams Rotherham
G Thubron Megane Cheshire
Stuart Grundy R16TL France A J Travers Clio Swansea
F R E Edwards Scenic Scotland J B Herschell R5 TL Perthshire
Richard Pavey R5 Gord. London Filippo Venerio R5 Gord. Surrey
J C Drury R4 GTL West Glam. Steven Woolard Clio Herts
Thomas Cuthbert R4 GTL Scotland Stephen Charlick Espace Essex
R I B Grant Clio 172 Cheshire H W Harris Laguna Milton Keynes
A M N de Stemple Caravelle London David Kavanagh Laguna Dublin
J H Foster Scotland
Marian Warner Twingo Ipswich J P Robinson R5 Hants
John Tighe Co Mayo B A H Bickerstaff Fuego St Helens
J B Hallahan Safrane Co Wicklow Chris Rand R17 TS Suffolk
P F Woolley Safrane Gwent Piers Caunter London

Renault Owners Club magazine 9

Renotes
A R16 in Paris
trhe background.
Much of old Paris was demolished to make way for the building of La Dfense seen in
I n the 1970s I worked for a Renault
training department in Billancourt.
The Ile Seguin plant was still producing
R4s in time-honoured fashion: it was
instructive but alarming to watch the
body sides held up against a jig by a
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team of men, as the sides, roof and floor
pan were welded together by another
team, sparks flying over everyone. The
work cadence was demanding. One day
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when I was visiting the plant, a loud
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cheer suddenly arose, and looking
round I watched the production line
grind to a halt. Someone, my more
experienced companion informed me,
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had stuck an object into the conveyor
belt mechanism simply to gain a few
minutes respite. May 68 was, after all,
not that long ago, and memories of the
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workers struggle were still alive in a
plant where generations had worked,
father to son and father to son.
Whenever I see a spanner in the works,
I think of that moment. My status did
not allow me the stage usine tradition-
ally required of new management staff,
but in my work as a language trainer I
covered kilometres of factory floor, in
the fumes and the smell and the noise of
the plants of that era. My job was to
help staff improve their ability to
explain their activities in English: we
always had to shout over the din. In car
plants these days you can sometimes
hear a whisper.
Then, as now, there was enormous
congestion on the streets of the
trapeze area which Louis Renault had
purchased, progressively and aggres-
10 Renault Owners Club magazine
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sively, in the early I 900s, to further his
industrial interests. The early shift in
the plant would park some of their cars
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in the centre of the roundabout on the
Place Bir-Hakeim. When we arrived at
8.00am we parked round the edge,
leaving the car door unlocked and the
ignition lock on the garage position,
which allowed the steering wheel to be
turned. When the shift came off they
would have a quick caf-calva at the
Lapin Saut or the Piscine or one of the
other bars, then push away some of the
cars round the roundabout so they could
get their own out. Sometimes youd
find your car neatly parked fifty metres
down the road. Mine was never
damaged or stolen or towed away.
Parking is prohibited there now, and I
would never dream of leaving a car
unlocked these days. The Ile Seguin has
been closed for years, the surrounding
industrial buildings replaced by marvels
of steel, glass and raised pedestrian
zones; but in those days when the wind
was in a certain direction youd come
out of work to find your car covered in
a fine coating of iron filings.
It was at that time I bought my first
Renault: a 16TL, the motorised
armchair. Renault staff could (no doubt
still can) purchase a new vehicle at a
discount which eliminated the initial
depreciation on a new vehicle. They
would sell it on after six months or so.
Once the first investment was made,
they could afford to buy a new vehicle
every few months as long as and here
was the catch they could find a buyer
every time. The system worked well:
finance (in-company, of course) was
available if required; and there was a
certain cachet in acquiring a vehicle
from a collaborateur Renault. Those
who were well-organised lined up their
buyer before they ordered the vehicle
itself: with the future owners choice of
colour and options. I was told that
vehicles sold to staff accounted for
more than any single dealership in the
whole of the country.
At that time I hadnt graduated to
this perk. Through internal advertising I
found two nearly-new R16s: one a
yellowy-beige which my then wife
turned down as, in her words, too like
goose-shit, the other an inoffensive
white. I wish I could remember the
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name of the genial stocky chap who
sold it to me. He assured me that the
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towbar had only been used for a small
trailer; and that he had covered 250,000
km in a previous 16 before the engine
had needed any attention. As it turned
out, I had no reason to doubt either of
these assertions.
The car served for the commute to
work (up the then new A186 from
Antony to Petit-Clamart, then down the
steep and already in the 70s jammed
motorway to the Pont de Svres and any
parking that could be found in the
trapeze. It took us on numerous
camping holidays in the south of
France, and once to Sardinia and back.
It took us for visits to my parents in
Yorkshire, Travels with a small child,
camping, furniture transport: all were
made easier by the many ways the rear
seat could be arranged. The roof-rack
was an unusual design for the time,
gripping round those side rails rather
than onto a gutter.
With time, of course, the car
developed its foibles. A rattle from the
engine compartment made me pull in to
one of those so useful areas on the
French motorways (why dont we have
these rest areas in this country?). One of
the carburettor securing bolts was
resting delicately on top of the butterfly
valve, ready to drop into the engine and
cause massive damage. I dont know
why it hadnt already done so maybe
only because of the throttle position.
From then on, in spite of the use of
Loctite or similar, it became a weekly
maintenance task to check these bolts.
Another inconvenience was the
automatic choke which would stick on
or off, causing bad starting, repeated
stalling, or sometimes unexpected
rocket-like propulsion from early
morning traffic lights. Later, the
steering developed a creaking sound not
unlike a stagecoach negotiating
potholes: I found there was an
ingenious rubber universal joint in the

steering column which had perished.
I had servicing carried out not by the
Renault network but by an ex-Renault
engineer called Georges Cournut who
had set up in business on his own
account, near the Porte d0rlans in
Paris. It was an old workshop in an
otherwise residential street, with a ramp
up to the main servicing area, some
ongoing projects stored below, and a
tiny grubby office by the entrance. He
really did work alone: sometimes when
I visited to drop off or collect my car,
he would ask me to help him with a
small task: press a brake pedal while he
checked the lights, hold something
while he worked. He was a short, gruff,
thick-set man with a tough stubby
handshake (although more often he
proffered the upper part of his right
wrist to shake, in the manner of a
workman with dirty hands) and I learnt
later that he was also a fine skier: which
accounted for his lengthy absences
around February. He must have
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Renotes
The following quotation from the book Que reste-t-il de Billancourt? by Daniel Labb
and Frdric Prin. Hachette, 1990. ISBN 2.01.015834.2 describes the Billancourt
plant in about 1980.
The production line is organised right down to the last metre of space. Each worker
carries out his own allotted task, commanding one or more bins containing the parts
he has to weld, screw, glue, clip, insert, or attach. In short, assembly work, at the rate
dictated by the production line, hundreds of times a day. The wing card or vehicle
identification tag informs him of the vehicle type, its export destination, and any
particular features.
Clocks are scarce on the Ile Seguin, but the men are enslaved to time. Their
movements are not really their own, broken down as they are into elements, and
codified by the production engineering technicians. A time value is allocated to every
fraction of a movement, to every element of every mechanical operation. Here, time
is measured in hundredths of a minute. Theres no way out. Each individual, whether
fat, tall, or small, each personality, whether anxious, laid-back, bon vivant, hard-
bitten or poetic, melds into an average worker, a mere cog in the works, repeating
his task incessantly, in the Taylorist organisation of work.
A Renault worker, a nameless number assigned to a workstation on the production
b
line, or rather a section of it, has to carry out the tasks defined by production
engineering, following a strict regime, regardless of conditions. The welders contort
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themselves to get inside the bodyshell and to carry out spot-welds at high speed,
joining the various panels. The workers on the presses swing their arms back and
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forth continually, shifting the stamped parts. The assembly workers wield heavy,
noisy tools day in, day out ...
appreciated the fresh air: his workshop
rs was a deep cavernous place. He had
earlier sold me a Peugeot 204 (almost
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reaching classic status even then) and
later sold a Renault 5 on my behalf, but
these are other stories.
At 91,000 km (the psychological
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figure of 100,000 comes up sooner in
kilometres than in miles) I advertised
the R16 for sale in the local press. It
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wasnt a pleasant experience. One time-
waster made me get up at 4am for an
appointment to view. Never turned up,
of course. Another joker phoned me
several times in the middle of the night.
Eventually I found someone genuinely
interested, but he had a sad tale to tell:
afflicted by some medical condition, he
was allowed to drive, but needed to
steady himself when walking. Those
revolutionary roof-rails on the 16
allowed him to grab onto the roof while
he got in. My negotiating team
consisted of myself and my six-year-old
son. The buyer had enlisted the advice
of a genial but assertive mechanic from
the RATP the Paris underground.
The best mechanics in the world, he
assured me. My asking price was
gradually ground down. I was not
helped by the fact that there had been a
heavy rainstorm the previous night and
some water had got into the car through
a partially-open window. But in the end
I got a sale. He drove us back home in
the car, half and hour through the
suburbs. I felt he deserved to have it.
By then I had graduated to perk status
and a new R5 was on order to be
delivered just as soon as the strike at the
Flins factory could be brought to an
end. Bill Reed
Renault Owners Club magazine 11
Renotes
Project R4F6
F irst, why a van? Well we are soon to
move house and a small van would
be very useful to move all sorts of stuff
prior to the big day and the removal
men taking over. Being a Renault fan
and running a repair, service and
restoration garage, a R5 Extra would be
ideal. A 1.4 litre petrol engine and 5-
speed gearbox makes for a very useful
vehicle that is economic to run and
drives well, but (apologies to any
owners out there) it has to be said, has
very little character and is rather dull.
Whilst scanning the adverts in the
press and Renotes, pondering the
wrecks thrashed to within an inch of
their lives that were for sale, the phone
rang. It was a friend and customer of
mine, he offered me his wrecked R4F6
that he had personally thrashed. It had
failed its MoT due to the rear chassis
legs being badly corroded where the
torsion bar mounts bolt on, not
uncommon on R4s. I have owned
several 4s in the past and have a soft
spot for them; they are cheap, basic,
reliable and typically French, something
that cant always be said of their newer
counterparts.
In truth the rebuilding of the R4 was
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a rescue job and not carried out with
economic sense in mind. R4s are not
exactly rocketing in price and my
example with a massive 193,859 miles
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on the clock and a former owner in the
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Shetland Isles, was slightly the worse
for wear, although Im sure it could tell
a tale or two. Nevertheless I decided to
repair it and give it a paint job as it
en
looked so rough.
First job and the most grief was to
replace the rear chassis legs; the
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12 Renault Owners Club magazine
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genuine parts are still available from
Renault and being the same as the car
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should be cheap. The R4 had a
production run of an amazing 31 years
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with over 8 million units produced,
thats at least 16 million chassis legs
Renault have made in their time, so
how much? Over 300 the pair. Yet
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again I find Renault have excelled
themselves in pricing older models out
of the market. Undeterred by this
setback I decided to fabricate my own
chassis legs from thick galvanised steel.
So to the rebuild. I jacked the van up
high and stood it on two axle stands
with large pieces of wood spreading the
load right across the rear floor, this left
the whole of the rear end free to work
on. First of all I removed the spare
wheel and then the bracing bar and fuel
tank. Incidentally the sender unit had
always worked erratically and I put this
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down to the corrosion giving the fuel
tank a bad earth connection. On re-
assembly I fitted an earth strap to the
tank and it works fine now. I then
removed the shock absorbers, flexible
brake hoses and disconnected the
handbrake cables from inside the van.
After one breakage and lots of spraying
with oil, the anchor mount bolts came
out.
This left the entire suspension unit
free to remove in one piece. There is no
need to remove the torsion bars individ-
ually or the anti-roll bar, it is however
worth removing the rear brake limiter
valve. This will probably result in the
replacement of the metal brake pipes as
they are usually corroded. I changed
mine anyway using copper, which will
last for years.
With everything out of the way the
real extent of the corrosion was plain to
see. I originally thought about patching
it up, but it wouldnt have been any
good, a few sharp whacks with a small
hammer left most of the chassis legs on
the floor in two large, reddish brown
heaps. I made cardboard templates of
the sides of the chassis legs, cutting out
the various holes for the bolts. The legs
have different holes and positions for
the shock absorbers so four templates
are needed. After cutting all the rusted
metal away I welded in the four sides
that I had cut from 16 gauge steel in the
shape of my templates. There are
spacers inside the chassis legs to stop
the bolts from crushing them, so
particular care must be taken as there is
no room for error. After the four sides
were welded in I made more templates
and cut and welded the bottoms of the
legs in place. I then welded the shock
 Renotes

absorber mounts in position and painted
the entire area before re-assembly.
The next job was the front cross-
member, which holds the gearbox front
mount. It had also corroded and again
the replacement part was expensive so I
repaired this area as well using the same
thick steel. Once all the underside had
been wire brushed and sprayed it was
time to look at the bodywork. This had
surprisingly little corrosion apart from
around the windscreen rubber and lots
of stone chips that had been neglected,
the downside though was that it looked
as if it had used for pizza deliveries in
Bosnia, every panel was either
scratched, dented, chipped or all three.
The drivers door check strap had
broken and the door had whacked back
vehicle, so on closer inspection of the
box I found the problem. There is an
outer heat shield spot welded to it, two
of these welds had rotted behind the
shield and were blowing badly. I cut the
shield off and welded up the holes, the
box still looked sound so I used a piece
of sheet steel to make a new shield and
tacked it in position. It was interesting
because the exhaust had been noisy for
ages but I couldnt find where from
until I took the wing off. I then found a
new length of pipe that came in a job lot
of odd Renault parts, welded it on so
that it would exit from the side, near the
back wheel, fitted two new rubber
mounts and the job was done. Saving
the exhaust meant that I had 100 to
spend on lenses, number plates, front
bright yellow background would break
up the white a bit and so masked off
this area and sprayed it in. A local firm
made up the transfers I asked for and I
applied them using some soapy water
and a rubber block. A double stripe
finished the job.
Time rushes by as this happened
over four years ago and in that time
more transformations have occurred.
Most notable of which are a year on
from the re-spray I fitted a set of
Gordini Turbo alloy wheels and a
1397cc engine with some mods to the
camshaft, carburettor and other bits, all
of which is another story.
The van has been regularly used
since then and the total mileage to date,
December 2002, is 263,626. I took it to

b
into the A-post, the bonnet and wings lights etc, things much more noticeable Holland last year for the Renault 4 40th
were dented beyond hope and there than the exhaust and so smartening up anniversary bash and was made very

lu
were several grooves and dents along the entire appearance of the vehicle for welcome. The finished photo was only
the sides. I knew right from the start the same amount of money as the taken a few weeks ago and as you can

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that this van was never going to win a exhaust would have cost. see its a little battered and bruised, but
concours show, that said, it could look After I painted the van in the it still turns heads and is fun to drive,
smart and tidy and be a usable everyday original white, I decided to sign write it especially when going past modern
for a bit of publicity. I thought the traffic. Derek Flavell
vehicle without worrying too much if a
knock or scratch appears from time to
time. I decided to remove as many
rs
New Mgane Coup-Cabriolet
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panels as possible to repair and paint
them, the bonnet and wings were
assigned to the scrap man. I got a pair
of pattern wings from a local supplier
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but pattern bonnets are no longer

available. This is no bad thing as
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pattern bonnets dont use the same

quality adhesives underneath to
reinforce them and pretty soon become
all twisty and eventually crack the
lt

paint, so a genuine part was purchased.

Whilst the wings were off I had time
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to look at the exhaust. It had always

been noisy at the front, the back section
was missing but with the silencer box
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under the passenger side wing it should

still have been reasonably quiet. I was
surprised to find out how much the
exhaust system costs for such a small
T he first car to be equipped as standard with a folding glass roof, New Mgane
R

Coup-Cabriolet is aimed at aspiring owners both of cabriolets and coups. With

RENOSPEED
Probably the only specialist in the UK
General servicing to a complete body-
off restoration.
Choice of engines from 845cc to
1397cc turbo.
Choice of gearboxes, high or low
ratios, 4 or 5 speed, using original gear
lever arrangement.
Laser cut chassis panels and
galvanising if required.
Lots of spares available.
Work up to a standard, not down to a
price. Don't give up on your R4!
Tel: 0208 694 1435 or
07816 586642
four seats, luggage space worthy of a saloon, high levels of acoustic and thermal comfort
and good rearward visibility, New Mgane Coup-Cabriolet has more to offer than
conventional cabriolets. Elegant and dynamic, it is powered by the highest-performing
petrol and diesel engines from the New Mgane range. As well as anti-submarining
airbags for the front seats, New Mgane Coup-Cabriolet can be equipped with the
choice of fixed or automatic roll-over hoops which provide optimum protection.
Apart from its purely aesthetic value, the glass roof, developed by Karmann, confers
many advantages on New Mgane Coup-Cabriolet. The feeling of enclosure inherent
in conventional coups and cabriolets is a thing of the past as the glass roof ensures
permanent contact with the world outside and makes for ample rearward visibility. In
addition, it guarantees both acoustic and thermal comfort through the use of 4mm-thick
Venus 35 glass.
The heated rear window and the elimination of any risk of ageing or deterioration of
the hood offset some of the common drawbacks of fabric roofed cabriolets.
Operation of the roof is simple and quick. Opening and closing, performed entirely
by an electro-hydraulic mechanism, are entirely automatic and require no additional
latching.
The New Renault Mgane Coup-Cabriolet will go on sale in the UK in Autumn.

Renault Owners Club magazine 13

Renotes

Norton Ins

(Heritage)

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As last issue

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Renault Turbo Spares

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Breaking: 2 x 5 Gordini, 5 x R5GT, 2 x R9

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2 x R11, 2 x R18, 5 x Fuego, 7 x R21, 1 x R25

R

Most Parts Available

Phone/Fax: (01254) 886885
Unit One, Queen Street Garage, Queen Street,
Great Harwood, Blackburn, Lancs BB6 7AT
Specialist servicing to all Renault turbos
Always wanted Renault Turbos. Anything considered
All major credit cards accepted

14 Renault Owners Club magazine


Introducing the new
Registrars
R5, MkII and Clio
H i there, let me introduce myself!
My name is Claire Usher, and I am
the new, if somewhat surprised,
Registrar for the Clios and R5s.
It all started I guess at the NEC in
November 2002. There was I, working
away on the DeLorean Owners Club
stand, when I noticed the Renault
Owners Club and their clever 1970s
dealer themed stand. Worth a look, I
thought, especially as there was a rather
nice looking R15 on the stand and Ive
always liked them.
I wandered over and had a look at
the cars on display and also the small
diecast ones for sale and got chatting to
a couple of the guys on the stand. I
decided to join up even though my
Renault isnt a classic and probably
wont be considered as such for at least
20 years! Its nice to find a club that
caters for models of all ages, not just
the older stuff. So myself, and Jezebel,
O
duly enrolled and a week or so later the
membership pack arrived. Jezebel is
now proudly sporting her club sticker
on her front screen.
lt
Reading through the magazines I
au
noticed that the Clios and R5s were
registrar-less. Curious as to what was
involved, I dropped a line to the ROC to
make enquiries.
en
Imagine my complete surprise to
receive a letter from David Austin on
14 January to say that I had been
appointed! Boy, you guys must be
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desperate!
So here I am!
I am a bit of a petrol head, having
been mucking about with cars since I
was knee high to a grasshopper. My
main involvement these days is with
DeLorean sports cars, as my partner and
I currently own 2 examples. We have
recently imported our second car from
California and it is undergoing a full
restoration. The DeLorean is not that far
removed from Renaults, having the
PRV 2.85V6 and Renault 30 transmis-
sion. I am also a member of the Institute
of Advanced Motorists, having passed
their test in March 1997.
My experience of Renaults goes
back to family holidays in Scotland in
the 1980s with my aunts R18 Mark 2
I think it was a Deauville. In 1995 I
Renotes
finance deal. In March 2002 I took
delivery of Jezebel, a Clio Dynamique
1.2i 16v in Cherry Red pearlescent. We
have since covered just over 7000 miles
together and she hasnt missed a beat.
So impressed were my parents with the
car, that my mum ordered a new Clio
Expression + 5dr and my dad ordered a
new Scenic Fidji!
For the benefit of any of you in
became employed in the motor trade for
my sins, initially at a local Vauxhall Hertfordshire who used to use
dealer. In 1999 I joined Walsworth Walsworth Motor Company, you may
or may not know that this garage closed
Renault in Hitchin as a Sales Executive
and quickly became very impressed
with the vehicles. I was particularly
on 4th December 2002. There will be a
new Renault dealership opening in
Letchworth in February 2003, which
taken with the high specifications and
will be run by W Waters and Sons, who
the comfort of the cars and was
already have several Renault garages
especially impressed with the Scenic across Hertfordshire.
b
and Espace. Having mainly driven
So, Its over to you now! If youve
Corsas for four years, the Clio was also got anything youd like to send to me
lu
a revelation! In 2001 I left Renault for
something for the magazine or just
Peugeot, then Ford, then got out of the something that I can keep on file for the
motor trade as I was getting fed up with
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register, please feel free.
the long and unsociable working hours.
You can write to me at: 26 Knights
As I needed a new car, (my old Templar Green, Chells Manor,
banger, a 1977 Viva did just that) I Stevenage, Hertfordshire SG2 0JY or
rs
looked around at the deals being offered
on new cars and found Renault to offer
email me: claire@delorean.plus.com
Happy motoring!
ne
the best value for money and the best Claire
Renault 4 and 6
w
Following my standing down from the R4 Register this has now been taken up by
Derek Flavell and Steve Hennessey. Derek can be contacted on Tel: 0208 694 1435 or
07816 586642 and Steve on 01440 705898 or by e-mail at stevehennessey@ic24.net.
Steve was a mechanic for 20 years and worked on a variety of cars including R4s and
Derek has a small business in South London where he undertakes repairs and
restorations.
Renault 20 and 30
Darren Bowker takes this small register on board and with his employment and
experience in the motor trade I'm sure he will be a valuable addition to the list of
Registrars. Darren can be contacted on mr30tx@yahoo.com.
Note to all members
Will members please note that if they have a query about their
car the point of contact is the Registrar, not the Membership
Secretary or the Editor. The officials of the ROC, including the
Registrars, take on the posts in a voluntary capacity and do not
appreciate being swamped by phone calls at all hours of the
day or night, and yes it does happen!
Please therefore try and contact the relevant person at a
reasonable hour and remember most officers do have to go to
work and have holidays.
Your co-operation in this will be appreciated.
Editor
Renault Owners Club magazine 15
Renotes
Renault launches
exclusive customer
track days
A series of Track Days is being
created by Renault UK to give its
Renaultsport customers the opportunity
to let their high performance cars off
the leash. And to make its Track Days
stand out from the crowd, Renault has
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laid on over a dozen Clio Cup race cars
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for customers to drive.
Enthusiastic drivers who own Clio
V6, Clio 172 or the hugely popular
special edition 172 Cup are being
en
invited to put their cars on-track at the
purpose-built Palmersport Bedford
Autodrome on Thursday/Friday
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Put safety before cash, says ABD
T he Association of British Drivers
called on the Government to replace
speed cameras with electronic warning
signs after an official study shows that
warning systems do far more for road
safety.
The Transport Research Laboratory
report was carried out under contract to
the Road Safety Division of the
Department for Transport. While speed
cameras are claimed to reduce accidents
by 14%, the study shows that electronic
speed limit reminders reduce accidents
by 58% and electronic bend & junction
warning signs reduce accidents by 26%.
We congratulate the Government
16 Renault Owners Club magazine
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26th/27thJune. The exclusive events are
tailored for busy people and will start
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mid afternoon and run into the evening
to maximise leisure time.
The Renault Track Days will give
owners a rare chance to push their cars
to the limit of performance in a safety-
conscious environment on the
challenging 2.9-mile South West
Circuit. Being purpose-built for track
days rather than racing, the circuit has
huge run-off areas and no barriers to
hit.
Drivers will be given a professional
on commissioning this important
study, said ABD spokesman Ben
Lovejoy, and call upon it to abandon
its cash-for-cameras scheme and replace
them with these life-saving devices.
Doing so will prove that the
Government really is interested in road
safety rather than revenue generation
through speeding fines.
Electronic warning signs are
activated by approaching traffic. They
are not linked to cameras, and drivers
are not prosecuted instead, the signs
alert drivers to dangers, and also
embarrass them into slowing when
entering villages.
briefing from the chief instructor on
finding the racing line, understanding
safety flag signals and how to get the
most out of driving on track. Everyone
taking part will complete reconnais-
sance laps behind a pace car, before the
pit lane opens for unlimited lapping.
Technical specialists will also be in the
pit lane to offer advice on car
preparation.
Not only will customers be able to
let their own cars off the leash but
theyll also be able to sample hot
passenger rides in a two-seater Spider
race car, or Clio Renaultsport 172 Cup
and 150+ mph Clio V6 performance
cars driven by Renault race drivers. The
thrills dont stop there as guests will
have a unique opportunity to get behind
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the wheel of a pukka 125mph Clio Cup
race car on the separate North Circuit
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and sample its racing style six-speed
sequential shift competition gearbox.
Palmersport racing instructors will be
sifting alongside to coach and give tips
on how to get the most from these
potent racing saloons.
Philippe Talou-Derible, Managing
Director of Renault UK and confirmed
motorsport fan, commented: Renault
Track Days are the perfect way of
bringing enthusiastic customers into
direct contact with our passion for
motorsport. Were confident customers
will love putting their own high
performance Renaults onto a track and
will find driving the Clio Cup race cars
a sensational and unforgettable
experience.
The cost of attending a Renault
Track Day is 150 and places will be
allocated on a first come, first served
basis.
Call 01895 829288 to book a place
by credit card or visit
www.Renaultsport.co.uk/trackdays for
further information.
The TRL study was the largest of its
kind ever conducted, examining the
effects of four different electronic
warning signs at over 60 locations, and
measuring the impact on accident rates
over a three year period.
The findings make sense,
commented Ben Lovejoy. While
cameras can only fine drivers after the
danger has passed, electronic warning
signs can alert drivers to dangers in
advance.
We trust that the Government will
now demonstrate its commitment to
road safety by replacing the less
effective speed cameras with these
cheaper and more effective warning
systems.

Renault Safrane jacking beam
I have owned Renaults for twenty years
and like to do some maintenance
myself. A Renault 5, second series was
followed by a R11 and I recently
acquired a Safrane 2.2vi. It was
therefore disappointing to find only two
jacking points are provided for lifting
and supporting the front end and these
dont provide sufficient space for both a
jack and axle stands.
However, the French publication
ETAI in both their Revue Technique
workshop manuals for the Safrane
models refer to a jacking beam with
pillars, while Haynes (no available
Safrane manual as we all know)
mention a beam for the Laguna.
Unfortunately, none of the authors offer
any construction guidelines for these
beams.
I decided one had to be made but
realised, all too well, the possible
consequences of a collapse: the jack
pushing up against and damaging the
lt
au
en
R
NOTE: Always remember never work near or
underneath a vehicle supported only on a jack.
Axle stands are a must have accessory for any
do-it-yourself home maintenance!
suspension members.
The beam is consequently
substantial consisting of two 9 x 2
wooden timbers of 5 and 46lengths.
The larger one being centrally mounted
above the shorter and fastened together
with eight recessed 110mm M20
shouldered bolts.
The pillars or support blocks are of
3.5 x 2.5 planed wood shaped to fit
snugly over the jacking point and the
location lug of the adjoining chassis
rail. The centre sill and lug carry the
weight and therefore the slots for the
sills only need to be 1 deep to avoid
any pressure being taken by the outer
sills.
The 3/4 deep recess for the lugs
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was made using a 2.5 hole cutter.
The blocks are also wedge shaped
being 1/2 shallower at the outer ends,
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where a triangular piece has been taken
from the base so they sit squarely on the
beam.
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Renotes
The jacking point plastic inserts are
removed before using the blocks.
The car has to be driven onto ramps
to give sufficient clearance for the beam
and trolley jack to go underneath. Those
in the picture were made from the 9 by
2 timbers, dry dowelled together as is
the wheel stop. The Safrane or a R11
will drive on without any bumper
damage.
I use a low entry heavy-duty 3-ton
trolley jack and 3-ton axle stands.
Better also to spread the load with a
b
second jack for the final lift as the
Safranes front end is a fair weight and
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overhangs the lifting point so the beam
will bend slightly.
Obviously, use only best quality
timber and always inspect the beam
each time before use, as one would
check any other lifting equipment. If
anyone else has already tried this or
knows of an easier way I should be to
glad to hear. Norman Thompson
Renault Owners Club magazine 17
Renotes
EBS Renault 5
I ts not often you have a bit of spare
cash, but in the pre-kids, pre-big
mortgage bachelor days of May 1996
thats just what I had. Being fond of
unusual or classic cars and having
already experienced the joys of owning
a Mini Cooper an old Fiat Coup, a
couple of MGs and a Mark 2 Savage,
(what a beast that was) and dreaming of
the summer ahead I had decided to
invest this little windfall in something
a little bit special, a fair weather vehicle
with a bit of poke and bit of character.
The day to day driving of the Honda, a
sensible, comfortable and safe weekday
motorway conveyance was fine, but in
truth, not that exhilarating at the
weekend
I had considered an old MGA, white
with red leather and fully restored, but
purchasing that would have meant
augmenting the spare and the same was
true of a green TR4. I had, therefore,
almost decided upon the purple TR6,
and was waiting the sellers response to
my offer of 7000, when Spencer rang:
What about a Renault 5 Turbo
Cabriolet he suggested.
A what?
A Renault 5
Because of the broken window I had
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discovered the origins of my vehicle
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Cabriolet
Yeah
en
They didnt make one
Well theres one for sale in the
Exchange and Mart
R
Now the mention of Renault 5
Turbos, (or 1600Es, Escort Mexicos or
RS2000s) would always evoke
memories of carefree times gone by, for
in those just passed your test days of the
late seventies they were, if you could
afford the insurance, the cars to be seen
in Cars with serious cred. Add to that
the fact that I had never considered the
existence of a convertible 5, let alone a
convertible turbo and you can
appreciate that I was suitably intrigued.
Awash with nostalgia and a large dose
of curiosity a phone call was made and
we drove to London that very same
evening to take a look.
Jim the guy selling the car was a
Renault buff. He confirmed it was a
very rare vehicle indeed and thats what
had attracted him to it. He had bought
18 Renault Owners Club magazine
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the car on a whim a couple of weeks
before with a view to customising it
further but had had a change of heart.
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He did not really have the time for
another project (a fact borne out by the
number of 5s in various stages of
ne
restoration that already littered his yard)
and anyway the car was fine as it was.
Any further tampering, he thought,
would serve only to diminish its appeal.
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The car had comes Jims way
courtesy of one careful lady owner who
O
had purchased it new from Renault
London in March 1990. It had covered
32,000 miles and was, as the advert
said, in immaculate condition. Both
Spencer and I had on the journey down
considered what unusual coach work
this most unusual car would be blessed
with and it was almost a disappointment
to see it in the colour of so many latter
day 5s, Tungsten Grey.
Jim couldnt shed much light on the
history of Renault 5 convertibles. He
knew of one or two companies, like
Radbourne Racing that included
chopping off roofs as part of their
customising portfolio but because the
car had been supplied as a convertible
by a Renault dealer, he assumed
Renault must have made a few. Perhaps
Renault London appointed someone
like Radboumes. Anyway, having been
suitably impressed by the vehicle, the
accompanying history and documenta-
tion (I even liked the registration
number H something, something,
something, EBY), the test drive and the
b
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seller himself a deposit was left and I
returned to collect the car the following
day.
It was fun to drive. Apparently not
as quick a standard 5 turbo, the
additional under floor cross members
adding a little weight, but when the sun
was out and the roof was down it fitted
the bill nicely. A bit pretty though.
Other than remarking that the car was
unusual , my car friends, (including
Gerry who owned a garage specialising
in servicing Renaults) could shed no
further light on the history of the
Renault 5 cabriolet. I promised myself
to find out more about the cars origins
later, but in the meantime spent the
summer with the roof down, taking in a
couple of weeks holiday, with my
fianc, in a sun blessed Cornwall and an
open air tour of Wales. Lovely
motoring, but, if youre receding,
remember to wear that cap.
One September morning, the car on
the drive, I discovered that the drivers
side quarter window had shattered.
Annoyed of course at the incident, or
act of vandalism and at the cost and
inconvenience that replacing the
window would no doubt cause, I
carefully knocked out the shattered
glass and drove to my local Renault
dealer to get it repaired. This is when
things became interesting. The quarter
window (and the side windows for that
matter) were not standard. They had
nothing like it in stock, nor could they
easily determine whether anything was
available to order. Obviously this
Renault dealer hadnt seen many 5
Cabriolets and it looked as though a
replacement window would have to be
specially made.
I phoned Jim to see if he could offer
some advice and he suggested I contact

Radbourne Racing . Ha, that name
again, he mentioned that when I bought
the car didnt he? Radbourne Racing I
have since discovered, did indeed
involve themselves with the customisa-
tion of many Renault 5s, including
transforming several to topless models.
They were very helpful but by no
means convinced that they had carried
out the conversion to my car and
suggested I contact EBS, the Company
officially appointed by Renault France
to carry out the conversions on many
Renault 5s. It hadnt occurred to me
before but the car did indeed bear an
EBS Logo (that looked like EBF) on
each of the door pillars. They searched
their office and gave me the telephone
number they had for EBS in Belgium.
The phone number worked but EBS
had been taken over some time ago by
ACT (Automotive Creations and
Technics) though their business, that of
carrying out conversions to vehicles on
behalf of individual enthusiasts and
motor manufacturers, had remained
intact. Of course they had a window,
they had thousands of parts in stock for
a whole range of EBS Super 5s. It
would cost about 30 plus postage.
Excuse me, but did you, when you
were EBS convert this car ? I asked
log book in hand and reading off the
chassis and registration number. One
moment please. A brief silence. Was I
discovering the birthplace of HEBY,
the origins of the Renault 5 Cabriolet?
and then, believe it or not I was
connected to Michael, the very man
lt
who carried out the original conversion
on my car.
au
I learned that the car was EBS
conversion number 619 entering the
factory directly from Renault France on
en
6th February 1990 and being delivered
to Renault London on the 28th March.
He then faxed me copies of the original
documentation and because I was
R
curious he faxed me a summary of all
conversions that EBS had carried out on
behalf of Renault. Naturally most of the
conversions were carried out on behalf
of European customers but the
summary he supplied read as follows:
Model Total UK
Campus 131 1 Super 5. Several pictures of them
TL/TR/TS 103 0 graced the office walls and three new
TSE/GTL/GTR/
GTS/Auto 341 1 and one blue, were showingly parked
GTX/Baccara/
Exclusive 168 2 Whether they were for sale or were an
GT Turbo/GTE 131 13
Diesel 12 0 recall but EBS certainly seemed proud
So between 21-08-87 and 16-10-91
886 Renault 5s were converted of
which 17 (13 turbos) were converted on
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behalf of UK customers. Because of the
rs
broken window I had discovered the
origins of my vehicle and furthermore I
had discovered that a Renault 5 GT
ne
Turbo convertible, especially a UK
model was a very rare thing indeed. I
was the proud owner of one of only 13
EBS Super 5s built for the UK market.
w
As fate would have it I was due at an
exhibition in Brussels the following
O
month. As well as needing the
replacement quarter window, a few
rubber seals had perished and the
drivers side electric window mechanism
could do with renewing. ACT seemed
eager to assist so I booked an
appointment and instead of the usual
flight to Belgium, three weeks later on a
rather drizzly Monday morning my
colleague and I jumped in the car drove
to Ramsgate. Following a hearty
breakfast aboard the Seacat we
disembarked at Ostend and drove inland
to Kortenberg, a small industrial town
about 15 miles north east of Brussels.
We soon found the factory and were
welcomed as if returning long lost
Tiddles back to his hitherto distraught
owners. Michael and others elaborated
further on EBSs association with
Renault and the history of the EBS
looking vehicles, one white, one red
on a grassy slope outside the entrance.
icon to the Companys history I dont
of their association with the Renault 5.
After coffee and biscuits we were
shown around.
The factory. the size of an aircraft
Renotes
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hanger, was currently home to about
fifty Volkswagen Vans, having their
seats removed (or was it fitted) and
many other vehicles in various stages of
transformation. My car had already
been driven to its allocated floor area
and was receiving treatment. Beyond
the shop floor were the storage areas
and amongst the items there were many
hundreds of spare parts for anyone
owning an EBS Renault 5 Cabriolet.
Did I fancy a Mohair hood for 500?
After being shown around and as
evening fell, we walked the 800 yards
up the street and checked into our hotel.
Over the next two days we would
commute to the exhibition by train
leaving my Super 5 in the care of those
very nice Belgians.
I collected the car Thursday
morning. Of course they had fixed the
window and those other things I had
asked them to repair and they had also
re-polished the hood and renewed the
fittings. They had waxed the vehicle too
and as it stood at the exit gate, roof
down, engine purring looking like it
must have done when originally leaving
the factory six years earlier. The
enthusiasm they had shown was quite
remarkable. In fact, because I was short
on Belgian Francs, they told me not to
worry about going to the cashpoint as
they would bill me when I returned
home. Would this have happened in
England? I thanked them for their very
considerable attention, and started out
on the journey home, the early autumn
sunshine cushioning the chill as we left
the town and turned onto the country
roads that would take us back to
Ostend.
Having learned so much about the
Renault Owners Club magazine 19
Renotes

car and feeling somewhat proud to be

the owner of what just might turn out to
be a bit of a collectors item, I joined the
Renault Owners Club when I got home
and put Heby in the garage for winter.
And so has been the scenario ever
since. The car comes out of hibernation
in May, is MoTd, taxed and serviced,
used in the summer and put away again
when the cold weather comes.
In 1999 I entered it into one of the
Renault shows, and guess what it won
first prize. A year later I delayed its
winter hibernation and at the Owners on some of these web sites which has thats another story) and still elicits a
Club request drove it up to the NEC to generated some interesting responses, reaction from those who remember the
be part of the Renault stand at the (the 5 certainly does have a loyal and Renault 5. Should I sell the car like the
Classic Car Show. About this time I enthusiastic following) but to date the wife says? Granted it really is surplus to
was considering selling the vehicle but only other person I am aware of with a our requirements and takes up garage
really needed a buyer who appreciated genuine EBS 5 is, yes youve guessed space but my daughter Mollie loves

b
the car for what it was and I thought the it, Jim, the guy I bought the car from. going for a ride with the roof down and
Classic Car Show would be just the He eventually acquired one of the three thinks I should give it to her when she

lu
place to find them. Several people non-turbo versions built for the UK. passes her test. She is however only
showed interest and some good offers As for my EBS it remains totally five at the moment so she is charging

were made, but strangely the interest
shown in the car served only to make
me want to keep it.
I have tried tracking down the
owners of the other UK EBS 5s but to
date with limited success. More
recently some web sites have shown
details of some conversions but in the
main these would not appear to be EBS
models. I have posted details of the car
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original. As tempting as it is to upgrade me with the responsibility of keeping it
the engine, add bits of body work or in its pristine condition for several years
change the wheels, (some 5 Turbos can yet.
look really mean) I think keeping it as Well its away for the winter again
rs
EB S intended is only proper. It has
covered just sixty thousand summer
miles in twelve years and remains great
now and will be back on the road in
May. You know I might just pay an
early summer visit to Belgium. I
ne
fun to drive around the country lanes phoned ACT and they still have that
where I live. It never gets thrashed (I Mohair Hood.
have a 21 turbo quadra for that but Gary Millsom
w

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O

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lt

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au

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en

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R

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Director Web site: www.riverside-irs.co.uk

20 Renault Owners Club magazine


Rtromobile 2003
I cannot claim to be unbiased, because
1 have visited before and am a
committed fan of Rtromobile. Further,
most people, who have been there at
one time or another and to whom I have
spoken, have rated the show as
cracking, first class or something experience, was vindicated weekends
similar. It is different and stimulating
and I would recommend any mechani-
cally-minded person to pay it a visit at
least once, so that they can judge for
themselves. It is much in the mould of
the Essen Motor Show (although not as
large and probably not quite as profes-
sional) and it shares with that German
show its obvious efforts to please the
public through its visitor friendliness,
having floor coverings throughout,
which is a bonus for exhibition feet
more usually stealthily annihilated by
bare concrete floors, not to mention that
the food (and drink!) are attractive and
good (no tired sandwiches in France!)
Moreover, the entrance fee is not
stratospheric (when compared, for
example, to a soccer match) and what
one spends at the show depends on the
pocket money one has saved/ been
allowed, so the whole experience does
not necessarily have to break the bank.
Last of all, the show is not only about
cars, but also includes models, books,
magazines, automobilia, spare parts,
speed equipment, motor clubs and,
lt
significantly, period motor boats,
au
those varnished wooden sports cars of
the waves, with their shiny mahogany
hulls and glistening brass accessories,
all just waiting for visitors to come
en
along and look and enjoy.
But lets start at the beginning.
Thanks to clubman, Brian Whiteside,
who makes an annual pilgrimage
R
thither, I found myself mid-morning
one Tuesday in February at one of the
Hotel Ibis near the show in the French
capital claiming a hotel reservation,
after an overnight Portsmouth-
Ouisterham (Caen) ferry crossing and
rapid autoroute journey Paris-wards in a
diesel P***t Boxer Mini Coach (what a
flier!) Settled in, we sallied forth up
town on Paris underground network
for a good meal at Planeyte
Ollywood, which has the same
remarkable cinematographic dcor the
whole world over, and to do some
sightseeing.
On Wednesday morning,
Rtromobile opened its doors at the
very civilized hour of eleven oclock,
thus allowing us to have a leisurely and
tasty Continental breakfast, before
proceeding to the exhibition hall, where
one pushed good-humouredly en bloc
towards the entrance (the French dont
bother to queue) and, once inside the
warm building, Brians choice of
midweek visiting, born of valuable
can be a bit of rugger scrum. The party
broke up conveniently into smaller
groups and disappeared quickly down
the corridors between the stands.
BMW and Mercedes had major
offerings, as did Frances big three.
Peugeot showed a battery of pre-1900
cars and Citron focused on their
modern desert marauders, which are far
larger in the metal than magazine
photographs would lead one to imagine.
C
Amongst other vehicles, Renault
showed one of their cars you have
never seen, the bulbously aerodynamic
rs
CX15, repainted in green from its
earlier white, and one of their famous
white six-wheelers, the canvas-topped
ne
desert rats of the Twenties, which beat
comprehensive tour of the
w
books and models stands
O
Citrons half-tracked Kgresse
machines, of which there was an
example on another stand, to the
commercial punch across Africas
Saharan wastes. There, too, with its
huge exposed exhaust stubs, stood the
blue replica Twenties World Speed
Record 40CV, which Jean Ragnotti had
driven up Goodwoods hill at the
Festival of Speed last year, close to
where we met up with long-standing
friend, Claude Le Maitre, Renault
connoisseur and co-author (together
with the late Gilbert Hatry) of the
formidable five volume Dossiers
Chronologiques Renault set and still a
leading light in the Socit Historique
du Groupe Renault, which provides
much of the historical back-up for
Renault at these periodic exhibitions.
Brian and I had not finished visiting
the models and books/magazines stands
before it was time for us to meet up
with some of the gang at the show
restaurant, where we had a large and
delicious plateful of hot ham and mash.
By comparing notes, it was clear that
Brian and I still had a lot to see, so we
set off with renewed vigour. Amongst
Renotes
other items of particular Renault
interest, we discovered a very smart
blue (Renault-engined) Matra Djet V on
the Matra Passion stand, a burnt orange
(Renault-engined) Fournier-Marcardier
Barzoi coup and a white Alpine A-110
Berlinette, which was advertising a
make of car cover, which the stall
holder declined to remove, so that we
could photograph the car itself merci,
Msieur.
These were seen whilst we
endeavoured to complete a comprehen-
sive tour of the books and models
stands. The sheer breadth of display at
these latter ensured rapid brain fag and
we guesstimated that the total show
stock holding of models must have
approached one million not different
b
models, of course! We were tempted
often by the books and magazines (me)
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and by the books and models (Brian)
and when, all too early, the show closed
at seven oclock, we staggered back to
the hotel, loaded like sherpa porters and
it was clear that we would have to
return on the morrow to complete our
journey of discovery.
Thursday morning saw us all up,
bright eyed and bushy tailed some
more so than others and, while some
chose to do Paris, others, including
Brian and I, toddled down to the
welcoming doors of Rtromobile once
again, determined to visit all that was
on display or bust! This day offered us
the pleasure of meeting with and talking
to Monika and Jean-Jacques Mancel,
the latter being the editor of the Mille
Miles Alpine Magazine (in French) and
the author of a new book on Alpine cars
and on the men, who made up the
famous quipe dieppois. On the stand, I
bought a copy of that book and also of
the excellent Spanish book focusing
primarily on the Alpines, which were
manufactured in Spain and Mexico
(Alpine, Mito y Pasion). As we left
the stand, Patrick Landon, a past
manager of Renaults competitions
department (as was his father, Francois,
before him) and recently retired from
heading Patrimoine Renault,
Renaults historic vehicle collection,
now headed up by Christian Schmaltz,
arrived.
Our biggest disappointment of the
day was missing Jean Rdl, Papa of
Alpine, at the Mille Miles stand by
half an hour or so. I last saw and talked
Renault Owners Club magazine 21
Renotes
to that legendary gentleman, when
Sheila and I drove my then-new red
Renault Alpine A-310/V6, (now in the
hands of a certain Andy M-W), via
Denmark to our first Club le Turbot
Treffen at Willingen (Germany) in
1983, where it won third place in its
concours class (it was almost new then),
thus allowing me that conversation, as I
collected a prize, which we have to this
very day. What a difference thirty
minutes can make
Once again, we sampled the midday
gastronomic delights of the show
restaurant and, during the afternoon, we
talked to Roland Roy of DB Amicale
(the club dedicated to the Champigny-
built Deutsch & Bonnet cars), with
whom I had been in contact concerning
the cars, which Renault had commis-
sioned Ren Bonnet to build for them to
race in the Fifties at Le Mans, a very
interesting history, about which, space
and our Editor permitting, you may
learn in future editions of Renotes.
We circled the spare parts and
accessory stands, desperately trying to
remember all those bits that we really
needed for our more mature Renaults
and Peugeots, we stood back in
amazement at the state of some of the
barn finds (mostly motorcycles and
scooters), we admired the artistic skill
of a number of painters (one of whom
was known to Brian and with whom we
had a long conversation), of wood
carvers offering key boards and other
similar knick-knacks and of specialists
in metalwork, we leafed through
innumerable motoring photographs,
lt
which are becoming unreasonably
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expensive, we watched the polish and
the drill demonstrations, we smiled at
the lovely old varnished wooden motor
boats, which were not so plentiful this
en
year, we passed the hats n shirts n
badges n paraphenalia stands without a
second glance, in short, we did the lot.
Brian was also tempted again (and
R
again and again) to bring his models
collection up-to-date and so, eventually,
we willingly endured another goods-
laden trek back to the hotel around five
oclock, after we had seen all that we
wanted to see. Or, at least, we thought
that we had seen all that we wanted to
see...
Over this last (Thursday) evening,
the party again sallied forth up West
via the mtro to the Champs Elyses,
where the icy wind had frozen the water
in the fountains into weird and
wonderful shapes. Just off that world-
renowned boulevard, we had an
unusually sub-standard meal (the steak
was the toughest I have ever been
offered in France) at a branch of the
Hippo Grill chain. Not an experience to
be repeated! Once again, out onto the
22 Renault Owners Club magazine
windy, ice cold Champs Elyses, from
which we diverted into the virtually
deserted new Atelier Renault (n Pub and the variety that is Paris, before the
Renault), which offered nothing more
than a Vel Satis and an immaculate,
very early production orange 5TL with
plastic-ribbed dashboard, pierced by the
push-me-pull-you gear lever and a
welter of arty-(*)arty modernity, space
and cutesy lighting. The partys general
opinion was not positive, as memories
recalled the old Pub Renault, as
always packed with diners and the old
Renault vehicles display on the first
floor as never short of admirers.
Perhaps Renault should have retained
the well-patronised Pub Renault,
thriving as and where it was, and
minimized what we guess are sizeable
losses with an art nouveau Atelier
Renault located less expensively
elsewhere.
Considerably chastened, we moved
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on to evaluate the talent, the Twingos
(the heart of our clubman, Dafydd
Williams, would certainly have speeded
up at the sight of huge numbers of all
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New Renault Scenic II
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A t a time when some of Renaults
biggest rivals are launching their
first compact MPVs, seven years and an
astonishing 2 million units on from the
original segment-inventing Renault
Scenic, New Scenic II was unveiled at
the Geneva Motorshow prior to going
on sale in the UK in Autumn 2003.
Scenic revolutionised the European car
market by offering a vehicle that could
adapt to many different needs all at a
reasonable cost.
Its compact and modern design
endows it with a distinctive personality
that stands out from the general run of
compact MPV models. New Scenic
benefits from technical innovations
developed by Renault for higher-range
the variants of this little cutey cluttering
up the Parisian streets), the hostelries
young guns decided to remain out on
the loose until the mtro packed in,
while our tired feet got the better of us
and we headed Ibis-wards by that same
means.
The Friday morning saw us all piling
into the ever-willing mini bus with our
recently increased payloads and
heading westwards, breaking for a mid-
morning snack at our favourite
autoroute stop and, later, for a pleasant
lunch in sunny but parky, picturesque
Honfleur, en route to completing the
French leg of our homeward journey to
Ouisterham.
The final leg home from
b
Portsmouth to the Bournemouth area
was unremarkable, but the whole four
lu
days was a super experience and
confirmed our high opinions of
Rtromobile. Thank you, Brian, for
making this possible and for driving us
there and back speedily and safely.
HM-W
models, such
as the
automatic
parking brake,
as well as from
the companys
expertise in
passive safety.
To be sold
initially in
five-seat form,
New Scenic
will in 2004
become the
only compact
MPV in the
segment to also
offer a long wheelbase seven-seat
Grand Scenic version, in the same way
as Espace in the full-size MPV
segment.
New Scenic provides a wide choice
of powertrains which make it easy yet
dynamic to drive and are carried over
from the Mgane hatch. The engine
range comprises the latest VVT 16V
petrol engines and common rail dCi
diesels. The range of five-speed and
six-speed manual gearboxes and the
sequential flick-shift proactive
automatic transmission is taken from
New Mgane with changes in gearing
to adapt to the needs of New Scenic.
For more details check the Renault
web site at www.press.renault.co.uk
 Renotes

Annual
General
Meeting
T his years AGM was held at the
Bass Museum, Burton-on-Trent and
following the poor attendance last year
we had hoped that a few more members
would show an interest in the affairs of
the club this year. We were wrong!
The attendance was a disgrace and

b
the meeting could not get underway

lu
until three stalwarts turned up a little
late and made the meeting quorate. This
despite the fact that more members had

C
indicated their intention to attend than
last year.
Perhaps members need reminding ROC Officers 2003/2004
that the AGM is an essential and
necessary part of the club year and it is
incumbent on all members to make an
Patron:
rs
M. Philippe Talou-Derible, MD Renault UK
ne
effort to turn up. This meeting gives
you the chance to air your views, President/Chairman:
inspect the accounts and bring to the
John Henderson, 24 Long Meadow, Mansfield Woodhouse, Mansfield,
attention of the membership at large
w

your views and ideas on the future Nottinghamshire NG19 9QW

direction of the ROC.
Vice-Presidents:
O

The club is currently in a strong

position both in terms of membership Hector McKenzie-Wintle, Serendipity, 77 Dudsbury Avenue, Ferndown,
numbers and finance, but the fact that Dorset BH22 8DY
everything is in order is not an excuse Tim Jackson, Renault UK
lt

for non-attendance at this important

au

meeting. Treasurer/Membership Secretary:

As you are aware both myself and Irene Cowgill, 89 Queen Elizabeth Drive, Beccles, Suffolk NR34 9LA
Irene were looking to stand down this
year, that this hasnt happened is due to Secretary:
en

the fact that she is presently recovering Ms Suzanne Austin, 20 High Close, Padiham, Burnley, Lancs BB12 6PS
from surgery and we are unable to take
the extended break we had planned.
Publicity Officer:
But, and this applies to other members
R

of the committee as well, members
should not assume that if they dont
turn up at the AGM the club will
somehow continue to function one
day it will not! Voter apathy, it seems,
is not confined to electing governments
but in my view the same principle
applies if you dont vote, dont moan.
Next years AGM will again be held
in April and we trust that when the time
comes members will not again shirk
their responsibility to the club.
Following the AGM Alex Millen has
taken over the web site and Alex can be
contacted by e-mail at
publicity@renaultownersclub.com
The club shop is now in the hands of
Tony Topliss and items from the shop
will shortly be available for purchase
on-line.
Alex Millen, 16 Lingfield Walk, Hereford HR4 9TR
Editor:
John Cowgill, 89 Queen Elizabeth Drive, Beccles, Suffolk NR34 9LA
Events Co-ordinator:
David Austin, 20 High Close, Padiham, Burnley, Lancs BB12 6PS
Motor Sport Secretary:
Keith Hetherington, 22 Hoyle Avenue, Fenham, Newcastle-upon-Tyne NE4 9QX
Club Shop:
Tony Topliss, 59 Kingscliffe Road, Grantham, Lincs NG31 8ET
Committee:
Mike Smith, 174 Bangor Road, Newtownards, Co Down, Northern Ireland BT23 7PH
Rachel Hardisty, 12 Wilton Drive, Hollins, Bury, Lancashire BL9 8BG
Darren Bowker, 12 Wilton Drive, Hollins, Bury, Lancashire BL9 8BG
Tim Brocklehurst, 20 Fram Street, Salford, Manchester M6 5GB

Renault Owners Club magazine 23

Renotes
Cann Ltd, London
C ann Ltd was founded by my
grandfather, Charles Edwin Cann,
in June 1904. He was born in
Barnstaple, Devon in 1864, the son of a
carpenter and wheelwright. In 1879 he
was apprenticed to Gibbings & Co, a
Bamstaple firm of coach and harness
makers. He stayed with them until 1887
when he went to London and joined
Thrupp and Maberley, the coach builder
and car body maker, who had their
works at 425 Oxford Street where
Selfridges now stands. He stayed with
them until 1904, rising to become their
works manager.
When he set up in business on his
own account, my grandfather
established his factory in Miller Street,
Camden Town, and one of his principal
shareholders was Frederick (sometimes
Frederic) Abernethy Coleman. Mr
Coleman was described in Cann Ltds
Articles of Association as a journalist,
but he was clearly much involved in
importing White cars, initially steam
driven, but later also petrol driven. (In
1915 he was reported in the trade press
as resigning his position as Managing
Director of White-Coleman Motors of
Carlow Street, Camden Town, London
O
NW.)
Cann Ltd built bodies for a wide
lt
Test circuit for hire
au
B ased at the Haynes Motor Museum, the vehicle proving ground and test circuit is
en
now available for private hire. The circuit, which is ideal for hillclimb and sprint
cars, rally cars in tarmac trim and short oval race cars is available on a half day or full
day basis.
Charges for half day are 50 first vehicle, and 20 per additional vehicle. Two
R
sessions are available10am till 1pm or 2pm till 5pm.
Members should contact the museum direct both to conform availability and make
a booking. Tel: 01963 440804 or Email: info@haynesmotormuseum.co.uk
Additionally any members of the ROC visiting the museum can obtain 1 off the
entrance fee on production of their membership card.
24 Renault Owners Club magazine
range of chassis types, including a
number of Rolls-Royce. However,
particularly in their earliest years, they
were closely linked with White Steam
Cars. In the catalogue for the 1905
Motor Show at Olympia, two of the
three cars listed as being exhibited on
the Cann Ltd stand were White Steam
cars, the third being a Renault. The
Autocar commented that the body work
on one of the Whites on the Cann Ltd
stand ranks with the best carriage
building efforts in the show. The
Coachbuilders, Wheelwrights and
Motor Car Manufacturers Art Journal
(CWTVMJ) was also very positive and,
probably referring to the same vehicle,
spoke of a splendid specimen of body
C
building on Messrs Canns own
stand a Roi des Belges, painted and
trimmed in red, black mouldings, lined
primrose.
rs
At the beginning of 1909 the
Autocar carried a letter from Cann Ltd
ne
arguing that the carriage work of a
motor car is essentially the work of a
coachbuilder and cannot be properly
accomplished either in design or
w
general construction by the motor car
manufacturer; it is an entirely separate
trade. Later in the year CWMAJ
visited Cann Ltds factory where 140
men were at work and reported that the
factory is one of the finest I have seen,
containing four magnificent floors,
conveniently fitted for all branches of
coachbuilding. Mr Cann is optimistic as
regards the future of the trade and has
organised his works to receive a large
part of it The company use all three
methods of panelling. Mahogany is
used wherever possible for all best
works, aluminium and steel. In this
year Cann Ltd started to advertise in the
trade press, one of their opening claims
being that they were the original makers
of the Cann Boat-shaped and Torpedo
Bodies.
Cann Ltd continued until 1916, their
workforce expanding to 300 men and
the quality of their coachwork
b
continuing to get a very good press. (I
cannot omit a passage from Coopers
lu
Vehicle Journal written in 1913 where,
after commenting on the high quality of
Belgian coachbuilders such as Van den
Plas and DIeteren, they continue
There is something about the designs
of both these firms something that it
would be rather difficult to put into
words perhaps, but it is something
which stamps them with an individu-
ality of their own, just as there is also,
in a design by Mulliner, Maythom,
Cann and others amongst our own body
makers. It is this note of individuality
that stamps the work of the first rank
builders from all others and. that
enables those firms who are in the
happy position of attaining to it to
charge their own prices and get
them.) They appear to have been an
innovative firm and attracted a good
deal of attention with the development
of their Cabriocann and Medicann
bodies. There was still some connection
with Mr Coleman: some of the Rolls-
Royce for which they built bodies were
sold via White Coleman.
However, changes in the motor
industry and the market, combined with
the effects of the First World War, seem
finally to have been too much. Cann
Ltd was wound up and its Miller Street
factory has completely disappeared. My
grandfather resumed business elsewhere
in Camden Town under the name Cann
& Co: this firm eventually became a
motor repair business, but may have
done some body building in its early
years. Cann & Co. continued until my
father wound it up on his own
retirement in the 1960s.
This article was sent to us by Mr C R
Cann, grandson of the founder, who has
been researching the company. All
records have been lost but if anyone
can shed any light on any Cann-bodied
Renaults contact Renotes and we will
pass any information on.

Clio Cup 172
redefines 'Supermini'
I ve always been a petrol head and
secretly fancied myself as a bit of a
motoring journalist, I mean why not, if
Jeremy Clarkson can make it then
theres hope for the rest of us. So put
the kettle on and make yourself a cup of
coffee, sit back, put your feet up, relax
and enjoy the ride, sorry, the read
(excuse the pun, comedy not my strong
point), and remember, its the effort that
counts!
The Renaultsport Clio 172 caused
something of a storm in the motoring
press when it was launched a couple of
years ago. For many, memories were
resurrected of the good old days when
hot hatches were the rulers of the road
and a must have for all serious motoring
enthusiasts. An icon of that era was of
course the Renault Clio Williams 16
valve, this was the one to have. Sold in
limited numbers to ensure a degree of
exclusivity, prices for good second-
hand examples still remain high today.
Unfortunately, many have now fallen
into the hands of the Max Power
O
generation of young drivers, donned
with huge spoilers, wide body kits and
speakers the size of dustbins, but with a
little patience and determination you
lt
can still find a genuine original
au
example, at a price.
The hot hatch culture reached its
peak in the mid nineties, then, all too
sudden, the love affair turned sour.
en
Insurance companies were no longer
willing to take the risk of these high
performance adrenalin-charged pocket
rockets, as a result policies went sky
R
high, it was to prove the nail in the
coffin for the hot hatch and welcome to
the sensible five door family saloon.
Well time has moved on consider-
ably since then and guess what (if you
havent already noticed) the hot hatch is
well and truly back, this time more
mature and looking for longevity.
Renault have over the years
provided drivers with some pretty
blinding hot hatches, remember the 5
Gordini and GT Turbo, they were fun,
small and powerful, an exhilarating
drive.
Renaults offering back into this
territory is of course the Renaultsport
Clio 172, which is the car I currently
drive (when the other half lets me!) We
brought it from new in November 2000
and have loved every turn of the key
ever since. For those of you asking
what the 172 stands for, its reference to
the maximum horsepower the Clio
musters up. Capable of 138mph and
slingshot acceleration (60 comes up in a
tad over seven seconds) its a Clio that
can hold its own with the best of the
rest. Apart from slightly wider front
wings, alloys and subtle spoiler, the
only give away to the performance is
the discreet Renaultsport badge on the
C
rs
ne
w
boot. This was the appeal of the Clio to
us, a real wolf in sheeps clothing,
definitely not your average Clio.
Renault since have launched the
revised Clio, giving it a fresh face lift
inside and out to ensure the continued
popularity and success of the model.
The Renaultsport Clio 172 was no
exception and gained the new identity.
News circulated in the motoring
press last year that Renaultsport were
going to introduce a special Clio 172
that would be named the Renaultsport
Clio Cup 172. It was basically a road
going version of the highly successful
Clio Cup racing car. Weighing in
around 90kg less than the standard Clio
172 and with many modifications,
performance was rumoured to be
similar to that of the 3litre V6 Clio,
would this prove to be true?
Well actually it is, and let me tell
you its a real drivers car, suited both
to the road and equally to the track,
brimming with all the hot hatch
Renotes
panache you can handle and
performance by the bucket load.
When the opportunity came up
recently to test drive one of these Clios
I jumped at the chance, being keen to
find out first hand just how further
development could have improved an
already rewarding drive. I had four days
in which to evaluate the Clio, this was
going to be interesting!
Friday 31st January 2003 arrived
and so did the Clio. The first thing you
notice is its colour, its a lovely metallic
blue called Nautical specific only to
the Clio Cup 172, its refreshing to see
this colour choice at a time when it
seems that every sports and
performance car currently introduced to
b
the road is either silver or red.
The next noticeable feature is the
lu
subtle styling, taking on a slightly
aggressive look, squatting purposefully
low, I like to use the term bulldoggish,
reflecting its compact size, muscular
frame and powerfulness. The use of
16inch Speedline alloy wheels add to
the sporty effect filling the wheel arches
amiably and shod with ultra low profile
195/45/16 Continental tyres, handling
should be inspiring.
The interior adopts a sporty look too,
with front body hugging seats trimmed
in a mid grey cloth material, (a bit too
bland for my taste though), my
preference would be for a splash of
colour to have been added, (tastefully
done of cause), even just an
embroidered Renaultsport Logo on
each seat face (as per the standard Clio
172) would suffice, after all its aimed
at enthusiastic drivers keen on track
days as well as every day use, its just a
little too dull in my opinion. There are
blue satin effect inserts that match the
exterior paintwork around the
dashboard, instrument cluster, gear
Renault Owners Club magazine 25
Renotes
knob and steering wheel, which add to
the sporty feel helping contribute some
way to breaking up the sombre black
and grey hues used inside. I wondered
why the lack of aluminium look inserts,
surely they portray sporty intentions
better than black and grey, after all its
not a 9-5 rep mobile! Drilled alloy
racing pedals are fitted mimicking the
Cup racing cars, these help improve the
overall interior package. A couple of
minor observations worth a mention.
Firstly the driving position, its still too
high. The seat could do with being
O
lowered a tad, this would stop the
feeling of being hunched over the
steering wheel. Secondly, the
handbrake lever. Its very plasticky and
lt
rather cheap looking for my liking, it
au
works fine, dont get me wrong, but it
could be treated to a touch of leather to
match the gear knob, (a little gripe I
have with our original Clio 172) surely
en
this wouldnt affect the price, why
scrimp on those all important finishing
touches?
Now take a large slurp of your
R
coffee, you are going to need some
caffeine to kick-start the old grey
matter, so pay attention, here comes the
technical bit. Under the bonnet lies a
Renaultsport developed 2ltr engine with
variable valve timing trickery and
multipoint fuel injection, producing 172
bhp at 6250rpm. Maximum torque is
developed at 5400rpm delivering
200Nm (148lbs/f) quite impressive for a
2litre normally aspirated engine,
astonishing for a front wheel drive
'supermini'. No problems are
encountered during midrange
overtaking manoeuvers, with this
amount of power under your right foot,
a great degree of confidence will
always be instilled. Fourth and fifth
gear pull is amazing, razor sharp
responsiveness, tweaks have obviously
26 Renault Owners Club magazine
been made to the engine management
system compared to the standard 172,
C
just watch the rev counter rise so freely
and willingly (a real shove in the back
over 5000rpm) you have to hold on
rs
tight! You begin to appreciate that the
gear change up light serves a real
purpose and is not just a gimmick after
ne
all! The maximum speed has not
increased from that of the standard Clio
172 (138mph) however the industry
benchmark of 0-60mph has fallen to 6.5
w
seconds, pretty remarkable stuff. Take
this scenario, you have just forked out
31,500 for a entry level Porsche
Boxter and this 12,995 Clio pulls
alongside, the lights change and your
left looking very embarrassed, that just
how quick it is. Ok its not got the
kudos or prestige, but is that so
important nowadays, if it looks good
and goes well who cares about
prestigious badges. Besides for Boxter
money you could have a couple of Clio
172 Cups sitting proudly on the drive
(his and hers!) and still have plenty of
spare change for booking those all
important fun days on the track with!
Your probably thinking, Ok, its got
the straight-line performance, but
whats the road handling like? Can it
cut the chase or do things start getting
messy? Well, the answer is this; the
chassis has been modified including
revised castor angles on the front
suspension, which increase feel and the
cars stability. The front track has been
widened by 20mm and a 10mm
increase at the rear, coupled with firmer
springs all round and lowered by 3mm.
The corresponding result is a terrific
handling car, which instills confidence
as you turn in, through mid-bend and
exit, all the time carrying a considerable
amount of speed, the Clio feeling totally
poised and fluid throughout the
manoeuver. Ride is not over firm and
can easily be lived with on a daily basis,
you dont have to compromise comfort
for handling capabilities at all. Torque
steer is still evident though, but with so
much power going through the front
wheels it would be impossible to
eliminate all traces. Its a cracking
handling car in my opinion, point it
where you want it, dab the accelerator
and it will deliver, even when pushed
hard, it pains me to say its even better
than the standard Clio 172, and I
thought that could never be improved
on!
It takes a lot to impress me, but
thats just what this Clio Cup 172 has
done. It represents phenomenal value
for money. Bear this in mind, flick
through any glossy motoring magazine
b
and compare the Cups performance,
you will be surprised to find that its the
lu
fastest four seater car money can buy
under 20,000, the figures speak for
themselves. Alright, so you loose a few
creature comforts such as Air Con, ABS
and EBD (Electronic Brake
Distribution), side air bags, leather
seats, carpet mats, multi change CD and
spare wheel (yes I said spare wheel),
although you are provided with a
couple of quick fix inflator kits instead
(all helps to shed the Clios puppy fat)
but you still get plenty of goodies such
as driver/passenger air bags, single CD
player with stalk controls (why is the
on-off button never incorporated on
these stalk controls?) electric mirrors,
electric windows and power assisted
steering (nicely weighted too).
You can even specify roll cages,
carbon fibre brake pads, fire extin-
guisher system, racing seats and body
harnesses direct from dealers if you are
obsessed with turning your car into a
serious track day monster, after all this
Clio is the basis for group N rally
homologation.
If you are in the market considering
buying a performance hatch, look no
further than the Cup 172. With the level
of standard equipment and blistering
performance that leaves the competition
for dust, you will be driving the hottest
thing to grace roads since the Clio
Williams, and thats no lie, drive one
and your going to want one!
For those of you still not sure and
thinking well at the end of the day its
only a Clio, thats fine, but for those in
the know, they are having the last
laugh!
What do you mean Ive got to give
this one back?
Thanks to Renault UK Press and
Public Relations for entrusting me with
HK 02 XPA, especially Lisa Haworth
for making this article possible.
James Powell

How did Renault fare in
2002?
I t seems scarcely possible that Renault
has had another successful sales year,
since a review of the groups activities
appeared in Renotes (No.2/April 2002).
However, tempus fugit and here we are
again considering the Renault side of
the Renault/Nissan Alliance, which is
working very well.
Let us remind ourselves that we are
reviewing the passenger vehicles of the
Renault brand only, unless otherwise
specifically mentioned.
As with our last overview, let us
start on Renaults (original) home
territory la hexagone. Although
selling almost 20,000 fewer passenger
cars into a contracted French market,
Renaults 579,618 units advanced their
market penetration by 0.4%, whereas
Peugeots share dipped by 0.6% and,
although Clio sold 0.7% less units than
in 2002, she turned the tables on
Peugeots top seller, which fell back
13.9%, by selling 188,210 (8.8% of the
market) against the 206s 181,929
(8.5%), with Mganes I & II a strong
third with 7.4% (158,486). On the LCV
(light commercial vehicle) front,
Renault remained the French market
leader and grew its market share by
0.6% with sales of 143,633 units to take
35.5% of the market against PSAs
lt
144,375 (a mere 750 odd units
au
difference !) for 35.7% (Peugeot 18.8%
+ Citron 16.9%), with imports at
28.8% (compared to 39.4% of the
passenger car market).
en
For the fifth year in a row, the
Renault brands sales headed Europes
best. In Europes Top 10, Renault had
two in the first five (Mgane at four and
R
Clio one lower), with Peugeot next best
(Peugeot 206 at two and Peugeot 307 at
six) and group sister Citron Xsara at
ten half of the Top 10 out of France!
The only other brand to make two into
this club, was the Opel/Vauxhall Astra
at seven and her Corsa sister at nine.
Group-wise, taking cars and LCVs
together, VAG still has 17.3% of the
European market, with PSA as runner
up (15.5%) and Renault in third spot
with 11.3%, followed by Ford with
11.3% (only 5648 units behind
Renault!) with the General at 9.6%
and Fiat trailing at 9%. But, if GM
takes Fiat over, which it has the option
to do and which is likely if the Italian
group continues to perform so disap-
pointingly, this could catapult the new
conglomerate cleanly above VAG
group.
As far as annual Renault car and
LCVproduction (in ballpark figures in
thousands) is concerned, Twingo is
over 151, Clio is nearly 731, Mgane is
over 638, Kangoo is nearly 219, Laguna
is nearly 259, Espace is over 52, Vel
Satis is nearly 22, Avantime is over 5,
Trafic is over 49 and Master is nearly
84.
The Turkish (-50.4%) and Mercosur
(-24.1%) markets are major ones for
Renault and their 2002 contraction
contributed significantly to the Renault
brands slightly reduced (0.4%) car and
LCV sales of 2,403,975 throughout the
C
world. The Antipodes held up well
(Australia +104% and New Zealand
+11%), but South Africa was down by
rs
35%. Central Europe pressed forward
by 9.2%, Romania progressed by 44%
(excluding Dacia, which increased by
ne
5%), Russia showed a 48% increase and
the Ukraine a 98% upsurge.
Three major EU markets car and
LCV sales for Renaults slipped back
w
(Spain by 6.8%, France by 3.7% and
Italy by 3%), but Germany (+3%) and
O
the UK (+8.4%) both showed
expansion. Amongst the various
European markets, France remained
Renaults best car + LCV area with
28.4% (723,251), followed by Slovenia
with 25.7% (14,662), Croatia with
17.3% (13,398), Portugal with 13.9%
(42,449), Spain with 12.6% (202,186),
Benelux with 11.4% (64,435),
Netherlands with 10.4% (64,435) and,
the last in double figures, Hungary
(20,145) and Poland (33,074) both
claiming 10.1% of their respective
markets.
Beware of putting too much
emphasis on market share, because,
although the best part of a quarter of a
million Renaults were sold into
Germany, the brand was rewarded with
only 6.5% of that market, whereas the
ten times fewer Renaults sold into
Sweden, brought a reward of nearly 8%
of that market!
The success story of the Renault
group was undoubtedly the continuing
meteoric rise in Renault Samsung
Motors sales in South Korea, which
burgeoned from nearly seventy
thousand cars in 2002 (RSM is not yet
in the LCV market) to nearly 117,000
in 2003. A major contribution to this
performance was the introduction of a
second car, the SM3 (see Renotes
Renotes
[No.1/2003]), into RSMs range for
2003.
This has been a brief overview of
how Renault fared in the world last year
and, because profitable vehicle
manufacture is an ongoing scenario, it
is important to relate what happened in
2002 to what 2003 is likely to have in
store. The current Middle East
disruption is unlikely to encourage this
years vehicle sales market, which is
already showing signs of considerable
retrenchment, but Renault is keeping up
the pressure.
RSM will most likely continue its
home market penetration and is now
starting to export, as the SQ5 (the
export version of the large SM5) was
officially launched onto the Moroccan
b
market by Renault Maroc in February
2003.
lu
Dacia, Renaults sleeper marque is
exporting once again (Renault Algeria
has introduced to that market the new
Dacia pick-up, which has cab overtones
of the old Renault 12/Dacia Denem and
is fitted with the Renault F8Q 1.9D
diesel engine). Furthermore, the
Romanian marque has just launched its
brand new, three-box Dacia Solenza,
which is powered by Renaults 1300cc,
75bhp multi-point petrol injected
engine, coupled to a JH3 gearbox, so it
is thoroughly modern in conception. Its
starting price on its home market is
around 3500 (that is not a misprint!),
which should have some of Renault
groups competitors even the Asian
low price manufacturers rubbing their
eyes in disbelief or, rather, fear, because
the target output of the vehicle is
200,00 per annum as of 2007, with at
least 50,000 being exported.
Furthermore, a new Renault-based,
low-cost small car, currently called the
X90, will be built as of 2005 in the
Renault-owned Avtoframos factory in
Moscow to the tune of 50,000 units per
annum and, at Russian prices, exporting
is unlikely to be overlooked and even
Romanias bargain prices may seem
steep in comparison.
Renault themselves have recently
released the face-lifted Kangoo II
(better looking, quieter and with a
leather interior option do we hear
movement in the Scottish Isles, Tim?),
the new versions of Mgane II were
launched at the Geneva Motor Show
(Scnic II in standard and long
wheelbase versions plus Mgane II
(glass) folding hardtop coup). Sneak
pictures of Clio III have already
appeared in the motoring press
(including a retractable hardtop
convertible and a monspace in the
mould of Twingo).
Truly, no one sleeps while Renault is
around ! H M-W
Renault Owners Club magazine 27
Renotes
Renault 'Blue Jeans"
Conclusion
T he 1970 millsime offered Renault
4 (R-1120) 4CV, Renault 4 Export
(R-1120) 4CV, Renault 4 Plein Air
(R-1123) 5CV and 4CV (R-2105) and
5CV (R-2106) versions of both the
plain sided and the glazed Renault 4
Fourgonnette/Van. There were few
differences compared to the previous
years models, but the Renault Six five
position anti-theft ignition/starter switch
was fitted to all versions. Known as the
Nieman lock, after its manufacturers
name, it was still rare on the less
expensive cars of the time and offered
the security of being unable to start the
vehicle twice in succession, unless the
key had been returned to the off
position in between the two attempts.
The dashboard received a new grey
hue and a similar tinted rear parcel shelf
was available with certain body colours,
although the standard one remained
beige. The rear tailgate was fitted with a
balancing mechanism, which allowed
single-handed operation of this door.
Inside, a small detail allows an
accurate pinpointing of this model year.
On the gear change lever knob, the gear
pattern was engraved, whilst the
steering wheel hub was graced with a
new trim. On the practical side, the
lt
folding rear set, previously only
available on the more up-market
au
versions, became standard across the
range. As for the headlights, they
became of the standard European code
type, with right-hand cut-off in the
en
dipped position, as required by the
recently introduced European norm and
the manual load-change mechanism
R
trigger was retained.
The Plein Air version with its
convertible tourer coachwork was
withdrawn from the catalogue in April
1970.
The vans also benefited from the
above-mentioned Nieman anti-theft
ignition/starter switch updating, from
the grey dashboard, from the gear
change lever knob engraving and from
the European code headlights.
On the mechanical side, the pistons
axes were strengthened (16mm against
the previous 14mm) and the vans
received a brake pressure limiting valve
on the rear wheels.
The 1971 millsime range was
reduced to six versions, namely Renault
4 (R-1120) 4CV, Renault 4 Export
(R-1120) 4CV and the 4CV (R-2105)
28 Renault Owners Club magazine
and 5CV (R-2106) versions of both the
plain sided and glazed Renault 4
Fourgonnette/Van. The major change
was the electrical uprating from 6 volts
to 12 volts across the range and the
passenger door received the button-
located key barrel lock on the door
handle, which had previously been
confined to the drivers door. For safety
reasons, the dashboard interior rear-
view mirror was changed to a
collapsible model. Non-retractable front
seat belts, which were previously an
optional extra, became standard
fitments.
The Export version was endowed
C
with a new handbrake handle and
reclining front seats became an option,
while the Renault Six-type rear
rs
parcel shelf was fitted
The van versions received
the same updates, where
ne
applicable, as well as twin
exterior rear-view mirrors, the
drivers one having flat glass
and the passengers side having
w
convex glass. The permitted
payload was uprated to 350kgs.
O
The 1972 millsime saw an
increased range and changed
model numbers. There was
Renault 4 (R-1126) 4CV,
Renault 4 Export (R-1126)
4CV, Renault 4
Fourgonnette/Van 4CV plain
sided or glazed (R-2109) and
5CV plain sided or glazed
(R-2106) and Renault 4 High
Roof Fourgonnette/Van
(R-2108) 5CV in plain sided form only.
The principle modification affecting
all the 4CV models was the engines
increase in capacity from 747cc to
782cc (achieved by lengthening the
stroke from 54.5mms to 55.8mms). The
power output remained unchanged,
namely 30bhp (SAE), this being the
equivalent of 27bhp (DIN), as did the
torque at 4.9mkgs (DIN) and the fiscal
rating remained at 4CV. Only the model
designation changed.
Externally, the side parking lights
were deleted as well as the rubber over-
riders on the bumpers, although a
Renault 16-type trim strip appeared
along the lower edge of the bodywork.
Internally, the seat runners could be
located in two positions, thus increasing
the adjustment for tall persons.
The vans received the same modifi-
cations, plus the steering ratio was
reduced from 17.08:1 to 20:1. The High
Roof version with an increased payload
of 400kgs was introduced on 1 October,
1971.
The 1973 millsime was unchanged
model-wise from the previous year but,
little by little, the range was adapted to
meet the first European anti-pollution
and anti-theft norms. The engine was
cleaned up in respect of CO and the
door locks were strengthened. A
collapsible section in the long centre
part of the gear change lever was incor-
porated to avoid the mechanism being
forced into the passenger compartment,
in the event of frontal impact and, for
similar reasons, the dashboard was
b
made from polypropylene with a
grained finish in the centre part. On the
lu
comfort side, to overcome the
previously limited ergonomics, the front
seats could be fitted with plastic wedges
to increase the seat height. The rubber
over-riders reappeared on the bumpers.
1974 R4
The vans received all these updates,
where applicable.
The 1974 millsime range comprised
Renault 4 Luxe (R-1126) 4CV, Renault
4 Export (R-1126) 4CV, Renault 4
Fourgonnette/Van (R-2109) 4CV,
Renault 4 Fourgonnette/Van (R-2106)
5CV, Renault 4 Break/Estate with
windows (R-2392) 4CV and Renault 4
Break/Estate with windows (R-2391)
5CV. All versions were fitted with the
Type 354 gearbox from the Renault
6TL.
Inside, the dashboard thenceforward
was black, as was the steering wheel,
the rear view mirror and the panel
switches. The safety belt floor
anchorage points were altered. On the
Export version, black plastic was to be

1976 R4 Safari
found on the interior sides of the front
wheel arches low down and anti-stone
chipping compound was applied to the
exterior sills. The rear parcel shelf was
now only available in grey and the
monogram on the front wing was
deleted.
The 8 x 33 crown wheel and pinion
was replaced with an 8 x 35 unit, to
shorten the overall gearing on the High
Roof 400kgs van.
On the normal vans, the Renault Six
gearbox was fitted, the front wing
monogram disappeared and the seat
mountings were reinforced. As for the
glazed break/estate versions, which
were considered to be passenger
vehicles and not commercials, they
were equipped with fixed front safety
belts and safety belt anchorages in the
lt
rear and the same updated locks and
collapsible gear change mechanism as
au
found on the saloons.
At the front, the decorative grille
exchanged its large Renault diamond
en
for a smaller one.
The 1975 millsime range was
widened to nine models and comprised
Renault 4 Luxe (R-1126) 4CV, Renault
R
4 Export (R-1126) 4CV, Renault 4
Fourgonnette/Van (R-2109) 4CV,
Renault 4 Fourgonnette/Van (R-2106)
SCV, Renault 4 High Roof
Fourgonnette/Van (R-2108) 5CV,
Renault 4 Break/Estate (R-2392) 4CV,
Renault 4 Break/Estate (R-2391) 5CV,
Renault 4 Long Wheelbase
Fourgonnette/Van (R-2370) 6CV and
Renault 4 Long Wheelbase
Break/Estate (R-2430) 6CV.
The most noticeable difference for
this millsime was the front grille,
which changed from metal to black
ABS plastic (ABS = acrylonitrile
butadiene styrene nothing to do with
the anti-skid braking system of similar
orthography) with no central cross bar
and the same sized Renault diamond
moved from the right (as viewed from
the front) into the
centre of an egg-
crate style rectangle.
The fuel tank
capacity grew from
26 to 34 litres, and
bonded, instead of
riveted, brake shoes
were fitted.
Equipment-wise, the
windscreen wipers
became self-parking
and hazard flashers
and second
generation safety
belts were fitted.
The Export version
sported rubber over-riders on the front
bumpers and chromed hubcap locating
bolts. The vans clearly adopted the
same modifications in respect of the
front grille, the fuel tank capacity, the
windscreen wipers, the hazard flashers
and the safety belts. But the principle
C
novelty in the commercial range was
the introduction, as of May 1975, of the
long wheelbase versions, fitted with the
rs
1108ccs engine, which later adopted the
F6 designation. Compared to the
original vans, the new chassis were
ne
12cms longer, which extended the
wheelbase accordingly, and 8cms were
added to the rear chassis longerons.
Thus the total length went up by 20cms.
w
The payload remained at the 400kgs
permitted with the High Roof versions,
O
which were phased out on 15 July 1975,
whilst the carrying capacity increased to
2.250 cubic metres. Obviously, the
suspension and bodywork had to be
reinforced and the internal rear wheel
arches were redesigned. At the bottom
of the front of the bonnet, slots
appeared below the main grille, where
previously the number plate had been
located, so the number plate transferred
to the front bumper. For the first time in
a Renault 4 chassis, there lay in the
engine compartment, the 1108cc
Sierra five main bearing engine from
the Renault 6, offering 34bhp (DIN),
which changed the fiscal rating to
6CV.had to be slightly modified to
accommodate the safety belt changes.
The 1976 millsime range remained
at nine models Renault 4L (R-1126)
4CV, Renault 4TL (R-1126) 4CV,
Renault 4 Safari (R-1126) 4CV,
Renault 4 Fourgonnette/Van (R-2109)
4CV and 5CV (R-2106), Renault 4
Break/Estate (R-2392) 4CV and 5CV
(R-2391), Renault 4 Long Wheelbase
Fourgonnette/Van (R-2370) 6CV and
Renault 4 Long Wheelbase
Break/Estate (R-2430) 6CV. Amongst
these designations, the terms Luxe and
Export disappeared, replaced by the
letters L or TL. Technical progress
brought about the dynamos
Renotes
replacement by an alternator and thus a
thermal voltmeter appeared on the
dashboard. This updating allowed
power sufficient for a rear screen
demister, which became an optional
extra. As far as the gearbox was
concerned, there was a slight
lengthening of the top gear and a
shortening of the reverse gear.
The real innovation was the Safari,
which retained the mechanics of the TL,
but its presentation and equipment
evolved somewhat.
On the outside, a black protective
band ran from the trailing edge of the
front wheel arch along the side panels
to meet up with the base of the rear
light unit and a thin black decorative
line ran likewise a few millimetres
b
higher up. Inside, the changes were
more in-your face, to whit hammock-
lu
type, crossways patterned, three
contrasting colour fabric seats with
large plastic covered roll thigh supports
on the leading edge of the cushion and
plastic faced headrests integrated into
the one piece tube forming the
continuous seat frame. Oddment bins
graced the front doors internally, a
Renault 5TS steering wheel was fitted
and, on the centre of the dashboard top,
there was a document clip and moulded
indent for small objects. The hubcaps
disappeared.
For the commercials, alternator
fitment and gearbox modifications (a
longer top gear and a shorter reverse
gear) prevailed.
The 1977 millsime range was
unchanged, but the vehicles adopted a
twin circuit braking system all round
and a pressure drop warning light,
which necessitated the fitment of a
load-sensitive pressure limiter for the
rear brakes. The carburettor had a non-
adjustable slow running jet and the first
speed in the gearbox was made shorter.
Inertia reel safety belts were fitted in
the front, the dashboard was modified
and the steering wheel came from the
5TL, whilst the TS version remained on
the Safari. A small external change
took place the front side lights
became rectangular instead of round.
The vans received the same updates,
together with load locating eyes on the
floor of the carrying area, but only the
break/estate versions were fitted with
the inertia reel safety belts.
The 1978 millsime reached ten
models for the first time. These were
Renault 4 (R-1126) 4CV, Renault 4TL
(R-1126) 4CV, Renault 4 Safari
(R-1126) 4CV, Renault 4GTL (112800)
4CV, Renault 4 Fourgonnette/Van
(R-2109) 4CV and 5CV (R-2106),
Renault 4 Break/Estate (R-2392) 4CV
and 5CV (R-2391), Renault 4 Long
Renault Owners Club magazine 29
Renotes

South West RENAULT Spares

A RANGE OF NEW AND USED PARTS
FOR THE FULL RENAULT RANGE
PARTS PANELS SERVICING EXHAUSTS REPAIRS
TYRES CAR SALES BATTERIES
BREAKDOWN RECOVERY

GOOD STOCK OF CLASSIC RENAULT SPARES

b
lu
OPENING HOURS: MONDAY SATURDAY 8.00 am-5.30 pm

C
UNIT 1, GILBERTS COOMBE, NEW PORTREATH ROAD,
REDRUTH TR16 4HGrs
TEL: (01209) 314181
ne
Just off the Avers Roundabout on the A30
w
O
lt
au

AON
en

As last time
R

30 Renault Owners Club magazine


1976 R4 Safari interior
Wheelbase Fourgonnette/Van (R-2370)
6CV and Renault 4 Long Wheelbase
Break/Estate (R-2430) 6CV.
The base model lost the L
designation, but the other models were
unchanged, except that the Renault 4
GTL was launched for 19,200 francs.
This new model abandoned the three
main bearing 782cc Ventoux derived
engine built at Billancourt in favour of
the five main bearing Sierra type
engine built at Clon, which was
already to be found in the long
lt
wheelbase vans. Besides its power unit,
which gave it a 120kph capability, the
au
GTL was externally distinguished by its
broad band grey coloured plastic lateral
protection mouldings and oval slotted
en
plate wheels with chrome headed wheel
nuts, but no hubcaps.
The front grille also evolved by
retaining its form, but changing its
R
colour to a clear gray, intended to
match the shade of the side strakes, but
the older grille was retained for the
other models. For the first time, the
scuttle-mounted cabin air intake flap
disappeared to be replaced by a peaked,
matt black plastic grille. Internally, the
doors gained oddment bins.
The long wheelbase vans took on the
name F6, whereas the small versions
were called F4.
The 1979 millsime stayed as for the
previous year, but lost one version and
gained a new one. The Renault 4
Safari (R-1126) 4CV was dropped and
the Renault 4 Pickup (3C-2370) 6CV
was introduced. In November 1978, the
steering gear was slightly modified and,
in February 1979, the 4GTLs Solex 32
SEIA carburettor was replaced with a
Zenith 28IF, coinciding with
slight camshaft reprofiling and
distributor timing changes,
which improved the fuel
consumption. The new little
pick-up was based on the long
wheelbase van chassis and used
the same engine. The payload,
including the driver, was
465kgs and there was a
specific-to-model cabin rear
panel, which sported a small
window and the head restraints
were mounted directly on the
interior of the panel. The
modification was carried out by
Teilhol (who also manufactured
the Rodovariants on the
Renault 4) and included a
chain-checked, bottom-hinged
tailboard to enable the carrying
of long loads. There was also a
neat canvas tilt with a rear
canvas roll drop.
C
The 1980 millsime offered an
unchanged model range, but tubeless
tyres were adopted as time went on,
rs
except for the F6 van and for the pick-
up. The base model 4 was fitted with
ne
Renault 5 wheels and the 4GTL with
those from the 5TL with the plastic
central hole cover bearing the Renault
diamond. The painted steel window
w
surrounds gave place to black plastic
profiling, which reduced rusting
problems and the 4TL grille became
O
common with the starter models
plainer one. On the 1108cc engine of
the 4GTL and of the long wheelbase
vans, the oil gauge feeder tube was
modified to allow syphonic oil changes
and the F4 vans were fitted with the
basic Renault 5s wheels. At last, the
vans and the pick-up inherited the more
comfortable drivers seat from the
Renault Six.
The 1981 millsime was somewhat
confusing in respect of the model desig-
nations. The range became Renault 4
(112600) 4CV, Renault 4TL (112600)
4CV, Renault 4GTL (112800) 4CV,
Renault 4 Fourgonnette/Van F4
(210900) 4CV and (210600) 5CV,
Renault 4 Break/Estate (239200) 4CV
and (239100) 5CV, Renault 4 Long
Wheelbase Fourgonnette/Van F6 both
plain sided and glazed (23700) 6CV
and Renault 4 Pick-up (3C2370) 6CV.
From 1981, the standardisation of the
EC manufacturers rectangular build
plates conformed to the Department des
Mines (= Ministry of Transport) new
directives, by deleting the R of style. For the TL and the GTL, opening
yesteryear and by adding two zeros, as
was already the case with the 4GTL.
On the mechanical side, the 4GTL
and the F6-type vans benefited from
automatic brake wear compensation and
Renotes
by the replacement of the 20.6mm
brake master cylinder with a smaller
(19mm) one.
The base 4 received grey bumpers
and a grey plastic lock handle for the
rear tailgate. The TL adopted the
wheels of the old 6TL, without
hubcaps, and located by blind chromed
wheel nuts.
All models were fitted with an
updated heater system, including a two-
speed fan, with the 4GTL-type peaked
black plastic air intake grille on the
scuttle and the with the heater box
modified to direct a larger portion of the
heated air towards the feet. Because of
this, on the dashboard, the hazard
flashers switch moved to the right (of
the driver) and the rear demister switch
b
went to the left.
The 4TL lost its black plastic lower
lu
bodywork strake and a chromed
windscreen washer jet block appeared
on every model in the range. The cloth
trims braided pattern was superceded
by a dotted pattern one and the
imitation leather took on a fine grain as
opposed to a coarse one.
Then, on 15 May 1981, the
Jogging special edition of 5000
examples, was launched. The
decoration was lively and colourful on a
predominantly white background. It
sported bright blue bumpers and horns
together with similar side protectors and
a colour co-ordinated insert around the
front grille, topped off with a blue
plastic folding roof, operated half-and-
half, as on the original Renault R4 of
1962. A bright colours-of-the-rainbow
stripe ran along the wing tops and body
waist, complemented internally by a
similar but broader stripe running from
top to bottom of the blue fabric
lightweight seats on white frames. The
internal door panels were invigorated
by a broad single horizontal full
rainbow strip on the blue background.
(Probably sunglasses sales rocketed
during this period ... ) Otherwise, the
internal trim never very prolific on the
various models of the 4 was black. The
mechanicals were straight 4GTL and
the price was 29,860 francs.
The front doors exposed top hinges
were suppressed by hidden ones
throughout the range.
The 1982 millsime remained
virtually unchanged. The wheel nuts
were disguised with black plastic caps,
which were somewhat the vogue at the
time, and the rear badge changed its
roof options and the more practical
Renault 5 locking system was adopted.
The seat fabrics changed again, the
dotted theme of the 4 and 4TL giving
way to a diagonal pattern. For the
Renault Owners Club magazine 31
Renotes
4GTL, the multi-circled pattern was
replaced by a mottled theme.
The 1983 millsime was slightly
rearranged, but there were numerous
modifications. The base and TL
versions, as well as the F4 van,
abandoned the 782cc engine and
assumed the 845cc capacity, with the
final drive ratio being lengthened simul-
taneously, thus stretching the cheap
grade petrol consumption and
maximising the change in the power
unit.
A new beige or ash coloured,
injection moulded instrument panel
from the Renault 5 blended into the
dashboard ensemble and received the
simplified switchgear and the steering
wheel from the same vehicle. After
twenty-one years, the interior rearview
mirror departed its dashboard home and
migrated vertically, to be stuck high up
in the centre of the interior of the
lt
R4 GTL
au
windscreen. The exterior rearview
mirrors were rectangular and stuck out,
but not on the vans. The internal
ambience was improved by new
en
internal door trims and seat coverings,
except on the base model. As for the
GTL, it received reclining seats as
R
standard.
Another important modification for
the 1108cc-equipped cars, notably on
the petrol and (newly introduced) LPG
(liquid petroleum gas) versions, was the
fitment of front disc brakes. In fact, the
Renault 5TL braking system was fitted.
As a result, the handbrake moved onto
the floor between the front seats and
acted on the rear wheels, whereas, with
the previous all-drum set-up, it had
acted on the front wheels. All versions
saw the windscreen washer control
move to the floor.
Finally, on the vans, the seats were
made more comfortable and certain
items of the comfort pack, previously
available only as optional extras, were
adopted as standard.
The 1984 millsime remained
32 Renault Owners Club magazine
unchanged , but the 845cc engine,
which was fitted last year, was
optimised by fitting a tamer camshaft, a
32mm carburettor in place of the 28mm
instrument and a distributor with a
vacuum advance mechanism. This had
the effect of further stretching this
engines urban fuel consumption. The
exhaust tailpipe no longer emerged in
front of the left hand side rear wheel,
but from the back of the vehicle.
For security reasons, a laminated
GTL interior
windscreen replaced the toughened
glass item previously fitted as standard.
rear tailgate and the interior trim was a
The 1985 millsime remained
unchanged from the previous year. model-specific tartan. The front and
rear screen washer jets were matt black.
The 1986 millsime was again
unchanged, except that the F6 The 1988 millsime was unchanged.
b
Fourgonnette/Van production ceased in The 1989 millsime was reduced to
November 1985 and the F4 two models, as the F4 went out of
lu
Break/Estate followed suit in June production in France.
1986. The wheels on the 4TLSavaneand
A special edition of 2200 Sixties, the 4GTLClanwere slightly changed
C
with the 1108cc engine, and were identical to those fitted to the
brighter colours and 4GTL in 1986. The safety belt width
interior trim, and two trimmed down from 60mm to 50mm.
rs
tinted glass moon
roofswas offered.
The 1987 millsime
The 1990 millsime remained
unchanged, but the two remaining
passenger models gained a second
ne
was much reduced to external rearview mirror and a high
Renault 4TLSavane intensity rear fog light.
(112C00) 4CV, Renault The 1991 millsime remained as for
4GTL Clan (112800) the previous year, but there was a
w
4CV and Renault 4 special summer edition Carte Jeune
Fourgonnette/Van F4 (concurrent with one such based on the
O
(210B00) 6CV. Renault 5), based on the TL Savane,
Whilst waiting to but with unique badging, colourful
blow out the twenty- interior and Renault 5TL wheels.
five candles on the
The 1992 millsime remained
Fours birthday cake, the 4TL became unchanged.
the Savane and the 4GTL became the
The 1993 millsime was the last year
Clan, both being launched in mid-
of the Fours European production and
May. For the occasion, the Savane
the range remained unaltered. As of
abandoned the three main bearing
December 1992, a dashboard-numbered
Billancourt-made 845cc engine and
limited (to 1000) edition Bye Bye (the
adopted the 956cc version of the five
numbers were in descending order),
main bearing Clon-built power unit
based on the 4GTL Clan, was offered.
and the output went up to 34bhp (DIN),
The Four did not meet the new
with an increase in torque. Also, the
European safety and anti-pollution
front brakes were upgraded from drums
norms and the cost of modifying the
to discs and the handbrake thus dropped
engine for fuel injection and a catalytic
to the floor between the front seats.
converter was uneconomic and, with
Outwardly, the Savane evolved by the demise of this vehicle, the
adopting the rectangular-slotted wheels
carburettor also passed away.
from the 5GTL and the Savane It had been planned to run
badging appeared on the two front
production out with the 8,135,424th
doors and the tailgate and a narrow example (the press photographs showed
decorative stripe ran from front to back
this!), but, in the event, that figure was
along the side of the vehicle, just above optimistic and the actual number of
the level of the door handles. The
Renault Fours manufactured was really
interior trim was model-specific. 8,126,200, which included over two
As for the GTL Clan, it sported
million commercial versions.
imitation alloy two-tone steel wheels HM-W
(like those previously seen on the 16TX
and 12 Gordini) with centre trims and
chromed wheel nuts. An analogue clock
graced the dashboard, the Clan motifs
appeared on the front doors and on the
 Renotes

Classified Sales & Wants

Wanted
ADVERTISERS Renault 25 V6 phase 1, 1985-1986, in silver or
PLEASE NOTE dark green, manual pref err ed. Tel: 01424
214254.
s
Smal l adve rts i n R e n o t e s are fre e to
members advertising thei r perso nal sal es
and wants (i.e. non-profitmaking).
All o the r ad ve rti sing is charge d at th e
following rates. All trade classifieds must be
pre-paid.
Classified (25 words) 10
1/4 PAGE (mono) 25
1/2 PAGE (mono) 45
FULL PAGE (mono) 85
Rates fo r co lour ad verti sin g available o n
request.
Cheques sho uld be mad e payable to the
R enault Owners Cl ub an d sent with the
advert to Renotes at 89 Queen E li zabeth
Drive, Beccles, Suffolk NR34 9LA.
The RO C cann ot warrant cars o r parts
advertised in these columns.

Sale or Exchange
For sale/swop. 1989 Saab 900S 16V non-turbo,
electric windows, roof, mir ror s and heated
seats. recon gearbox, metallic grey, 3 door
classic shape. Very r eliable, fast and mor e
economical than you think, 35mpg. One rusty
wing and scrape on door, otherwise excellent,
Renault 17 he nce low price of 1500. Possible sw ap
similar condition R4 or R16 TS/TX. No rubbish
Renault 17T S, possibly oldest 17TS left in UK. or time-wasters please, this is a genuine car .
First Reg June 1973 though built October 1972 Tel: 07816 586642.
so could be tax exempt. Partially restored with
all major wor ks complete d inc re spr ay in
metallic prune. Had brand new metal wings,
new sills, new ar ches, chassis never welded,
full Gor dini spec with elect ric windows, 5
speed box, discs all round, later style seats,
1565 inc. Webasto r oof. Needs re-assembly,
engine tune & batter y, r ear springs swapping
(br and new springs waiting to be fitted), spit
and polish to complete. All parts available to
complete, plus hundreds of other new and
used spares including more brand new wings,
never been fitted and sills, front chrome piece,
second hand car b. engine and 5sp box. Very
reluctant sale due to moving house very soon. Renault 10
Sell as job lot (will not split) or swap for good
manual 4 or 5 door family car ie. R25 TX. Call 1966 Renault Ten 1100, 27,000 miles from new,
Glynn on 01709 888189, 07786 525400, or 4, 000 of them since re- commissioned t wo
07973 511772. year s ago. Has r ecently had 5 new t yr es,
complete new br aking system, waterpump,
batt er y, exhaust and other parts. Mot until
June 2003, tax free. Needs bodywork and
paint. All offers considered. Tel. 01787 282307
( eves) Suf folk or e- mail
patrick@pr hemphill.fr eeser ve.co.uk for mor e
details.

Renault Owners Club magazine 33

 Renotes

Classified Sales & Wants

Parts for sale
I have a selection of brand new Renault parts:
7700 772943 ign. barrel/keys R5 (85 on). 7701
410517 front fog lamp kit (with switches) Clio
2. 7701 21828 6 fr ont fog la mp kit ( with
switches) Clio 3. 7701 471591 complete lock
set Master van (2). 8200 154186 ign. coils for
Clio /Mega ne ( pencil type) x4. 7700
842246/7700 842247 o/s, n/s electr ic window
Visiting France?
r egulators for Clio 3- door, 1998 on. For info
contact Glen at glen.chandler @btinter net.com B&B accommodation in a beautifully
or Tel. 01895 271588. restored 200-year-old farmhouse in
Gold Clio Williams alloys, 7 x15, set of five. 200. Lot et Garonne,
Tel: 01285 655653 (eves). midway between Bordeaux and
R6 n/s and o/s f ron t wings; R5 heated r ear
window, Fuego r ear wash/wipe motor . T el: Toulouse
Paul 01962 793375 (Hampshire), after 7pm. 40 euros for 2 sharing
R 1 8 T S . T wo cylinder heads; four wheels and
good tyr es, 165 x 13; four MkII wheel tr ims; 10% discount for ROC members
tw o fro nt suspen sion str uts, never f itted;
Var ious manuals, incl MR246. T el: 01256 Chris & Sally Stedman
478494. 'La Tuilerie', Salles
Caravelle, clearing interior parts as well as front 47150 Monflanquin
and rear bumpers, engine (needing attention) France
and sever al other bits. Job lot. O ffers. T el:
0208 204 0508 or 0776 888 7775.
Sagem SDM85 Renault diagnostic engine tuner Tel: 00 33 553 700 549
on wheels, complete Sitere PC problem library
all complete with all leads, full instr uct ion
manuals. Will tune petrol and diesel engines
and also none Renault vehicles. This machine
is in absolute immaculate condition. Willing to
demonstrate by ex- Renault dealer technician.
Make me an offer around 300. Hour s of fun
guaranteed!! For further details ring Martin on
01452 770272 (Daytime) or 01453 886107
(Evenings/weekends).
Part s for Dauphine/Car avelle (electrical and
mechanical) starter motors 6v/12v, dynamos
6v/12v, Brand regulators 6v/12v. Drive shafts,
hand brake cables, universal joints and much
more. Some 5 Gordini parts. Renault 4 lights.
Water pump for 16/17. Headlights for 5 & 6.
Set of three stud alloy wheels for 4/5/6. Brand
new windscreen and rubber for Alpine A110,
still in Dieppe packaging. 4CV engine cover.
Bad ges books and lot s mo re . Te l: 0118
9425254.

34 Renault Owners Club magazine

e
Marchants
Full page
to come
 Renault
Insurance

New copy

Full page