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The Renault Company was one of the first companies to offer a
modified version of its cars to the keen enthusiast. Simon Ford tests the
fastest Renault yet, the R8 Gordini and finds it ideal for the sporting
motorist.
Gas turbines -- who needs them? Not Renault that's for sure! Certainly not while they have engines like the Gordini-ised R8. It must be the revingest, smoothest 1.1-litre production engine ever built.
Such is performance of the engine that it is surprising find the tacho has no red line. Only the handbook reveals a recommended limit of a mere 6500 rpm. Mere is an appropriate word in this case, for, in the hands of unknowing or unmindful drivers, the engine will hurtle over 7000 rpm without hesitation or protest. And at that speed it is as well behaved as at 4000 rpm. In fact it seems no grief would result were the engine allowed to carry on its merry way to 8000 and beyond!
For extra good measure it is flexible enough to accelerate cleanly from as low as about 1250 rpm in top gear, equivalent to 20-odd mph. Flexibility such as.this would do credit to engines of twice the R8's capacity and can be counted as remarkable. No less remarkable is its miserly fuel consumption. The test car returned an overall average of 29.1 mpg for some 200 hard-driven miles that included considerable city and suburban motor-. mg, plus all performance checks. This indicates 35/40 mpg could be reasonably expected under ordinary fast cruising conditions
The acceleration of the R8 Gordini is more in keeping with that of good 1.5-litre sports sedans and roadsters - 0-60 mph taking 11.2sec., for exarnple, with the standing quarter-mile covered in the low l8sec. We used 6500 rpm as a strict limit for test purposes, this being equivalent to speeds of 30, 48, 75 and 105-plus mph through the gears. The acceleration and speed are obviously extraordinary in view of the engine capacity concerned.
The short block assembly is borrowed from the normal R8 and has bore and stroke of 2.756in. (70 mm) x 2.83in. (72 mm). Cylinder liners are removable and the crankshaft runs in five main bearings. Up top, however, the engine is all new, with special head and inlet and exhaust systems.
Designed by Armidee Gordini, who is to Renault what John Cooper is to Morris, the head has pushrod-operated inclined valves and hemispherical combustion chambers. Despite compression ratio of 10.4 to 1, the design of the combustion chambers and the aluminium head enable the engine to consume super grade pump petrol without complaint.
Induction is by means of two horizontal twin-throat Solex C40 PHH carburettors with accelerator pumps and manual chokes. Pipes connect both the crankcase and rocker-cover breathers to the inlet system. On the opposite side of the crossover head is an extractor system with cylinders one-four and two-three paired off. Lubricating oil passes through a filter and cooler, the latter being at the extreme rear of the car - behind the radiator, though actually in front since incoming air enters high on the tail and travels forward. A fresh air chamber, in which the radiator and cooler are accommodated separate from the main engine compartment and also supplies the air-cleaner, the intake of which projects into the chamber. To equalise pressure between the carburettor float bowls and intakes, a small tube is connected from the bowls to the fresh air chamber.
The ultimate result of the modifications is a rousing 95 bhp (gross)
at 6500 rpm and 72 lbs./ft. torque (gross) from 4000 to 6000 rpm. Output
is, therefore, equivalent to 87 bhp per litre - a particularly high figure
in any case, and more so considering overall flexibility. Gearbox ratios
are 3.61, 2.25, 1.48 and 1.03 to 1, with reverse of 3.08 and final drive
of 4.125 to 1. Overall, the forward ratios are 14.89, 9.28, 6.01 and 4.25
to 1 -theoretically giving respective speeds of 4.66, 7.52, 11.5 and 16.3
mph per 1000 rpm. Thus the rpm of maximum power (6500) correspond to a
speed of 106 mph. Given encouragement and favorable conditions, the R8
Gordini attains 100 mph in some 50sec, and will, circumstances permitting,
even run beyond 6500 in top gear!
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Acceleration and speed are not, of course, the only way the car has been improved. Handling, steering and brakes have received detail attention to maintain stable balance of performance. The suspension is based on that of the R8, but the car sits lower. Spring rates have been increased slightly, as has the diameter of the front anti-roll bar, and the dampers have different valving. Two more dampers have been fitted to the rear swing axles, making four in all at that end.
The R8's basic 4-wheel disc brakes are retained with much harder pad than normal, and a huge Bendix "Hydrovac" booster (fitted in the front luggage compartment) reduces pedal pressure. The steering ratio has been reduced to 17:1 3.2 turns of the wheel putting the car through a 30.5ft. Diameter circle.
The interior of the Gordini is virtually identical to that of the R8. There was no need to change it, anyway. Really comfortable seats give good support and the front ones have adjustable squabs. Legroom is entirely adequate for four large adults. The dash panel now has four instruments (speedometer, rev-counter and water temperature and fuel gauges), plus the usual warning lights. No oil pressure gauge is fitted, but this is probably due to the usual inaccuracy of such gauges and slow response when fitted such a distance from the engine.
We tested the Gordini during very cold weather and found it always started at first turn of the key. Full choke was employed when first starting, but the knob (on the floor between the front seats) could immediately be pushed home. Until the engine warms up an automatic device keeps the throttle partly open so speed cannot drop below about 2000 rpm. When operating temperature is reached the throttle restriction is released and the pedal has normal action.
On the road the Gordini first impresses with the manner in which the engine goes and goes . - - and goes. Rev-ability of this nature is still so uncommon that the driver may initially treat it as a novelty, albeit an enjoyable and useful one. From standstill or when overtaking, the Gordini leaves other traffic gasping as it shoots through with disarming ease.
Yet while its advantageous acceleration and nimbleness make it a Joy to punt around city and suburbs, the car's real character and potency are best appreciated on the open road.
It is then revealed that this four-seater sedan has every-thing it takes to play sports car Enthusiastic drivers need no excuse to take the Gordini from the main high-ways, and we found ourselves instinctively shunning them in favour of winding, up-hill-and-down-dale secondary routes that provided the conditions in which the car revels.
On both sealed and loose surfaces the Gordini could be hunted along
with complete confidence at well above average speeds.
The ride is quite soft and some pitching is evident on broken surfaces,
but this seems not to upset the handling at all. The tail jacks somewhat
when the car is hurled as it can be, through tight turns -- but only complete
incompetents could overcook the situation. Anyone with a grain of talent
for fast driving would find the car absolutely controllable right up to
the limit.
Anyone who doesn't believe in limits should not be in charge of a
billycart, let alone a machine of the Gordini's performance. The car has,
of course, a point of no return -- but the point is so high on the scale
that it can be encountered only by exception rather than rule.
Considerable rear weight bias and swing axle rear suspension combine,
of course, to make attention to tyre pressures an important matter, because
they have appreciable influence on handling and general behaviour. Pressures
of 18 front and 31 rear are specified for normal motoring purposes, these
being appropriately increased for high-speed activities.
Under most conditions the Gordini displays a hint of understeer and the front end can, in fact, be made to wash-out quite severely if the car is hauled tightly into sharp turns at moderate speed. As speed and cornering force are increased, the steering progressively approaches neutrality. This attitude is maintained until the car is pushed hard, very hard, when final oversteer occurs. The transition is gradual, controllable and above all predictable. When the time comes when counter-steering is necessary, the Gordini simply continues unabated, with the tail hanging out accordingly
Although it is an initial understeerer, the hot R8 never feels anything but rear-engined. Not that this is bad, just that many drivers - now familiar with cars that always and only understeer - seem to regard oversteer wrongly, with trepidation. In truth, however, controllable oversteer can be used to advantage in establishing extremely rapid point-to-point averages without undue effort. The Gordini does, perhaps, have to be driven to be fully exploited, but what enthusiast would have it any other way? This car is intended for enthusiasts.
The synchromesh provided on all forward gears operates faultlessly, no trouble being experienced engaging first at rest or when shifting down (for tight hairpins) at speed. The lever is, unfortunately, insufficiently raked and too short to come easily 'to hand when tall drivers adopt straight-arm seating positions. In this case the hand brake also is too far forward for convenience, though controls on the dash panel are easily reached without having to be stretched for.
In saying the Gordini's brakes are even better than those of the R8, we perhaps make a statement that does not mean much to readers who have not already experienced excellent anchors of the ordinary Renault. However, those who know the R8's brakes will understand that this is high praise indeed. Servo action is nicely progressive and retardation is obtained in direct proportion to the pressure applied to the pedal. A pressure limiting device in the hydraulic system prevents the rear wheels locking and so contributes to the high overall efficiency of the brakes no matter how hard or how often they are applied, the anchors stop the Gordini straight and sure every time.
The engine sounds healthily busy when accelerating and at speed when cruising, however, the noise level is commendably low. Tyre scream is non-existent, thanks to radial ply tyres. The test car, an imported model, wore Dunlop SP 41s, whereas locally assembled versions will have Michelin X
Lack of front quarter panes may be thought a disadvantage by some people, because dash-panel vents do not provide a comparable draught of cool air in hot weather. But quarter panes can sometimes restrict or distort vision and vision is something there is no lack of in the R8-especially at night. Good as the normal R8's lights are, they have been replaced with larger (8in.) units on the Gordini. The beams are sharply defined and cut off, in the continental manner, to minimise glare despite the great intensity. Ample illumination is provided for safe, fast driving.
Standard equipment is very comprehensive and includes a large red light that warns if brake fluid drops below a certain level. A welcome detail is a splendidly authoritative blast from an air horn which is operated when the button is fully depressed. Less pressure produces a more subtle note
The interior/courtesy light has a three-way switch, but, being housed in the rear view mirror, is not much -use to rear-seat occupants. They also suffer for want of ashtrays, although are provided with grab handles, as is the front passenger. The heater/demister, with two-speed blower, has easily understood and effective controls. Among other equipment are windscreen washers, variable instrument lighting, steering column lock, fog lights and, rare these days. a starting handle
The R8 Gordini is available in only one colour scheme black interior
and French racing blue (particularly bright and distinctive) exterior White
plastic GT stripes are also supplied for fitting by the owner if he so
desires. Yet, although the car can wear these stripes with pride, they
will probably be conspicuously absent because they tend to attract unwanted
attention from yahoo types and the law alike ---- for different reasons,
of course!