Buyer’s guide to Renault’s rearengined R8 and R10 saloons
The last of La Régie’s small, rear-engined family cars makes a great alternative classic, as Malcolm Mckay explains
Renault updated the Dauphine with a shape surprisingly similar to Alfa Romeo’s abortive Tipo 103 – a front-drive small car that was shelved because it was building Dauphines under licence instead. Mechanically, of course, the R8 was quite different and Renault’s experience with rear engines ensured that it was remarkably quiet, refined and spacious. The new model developed a keen following and, in Gordini form, achieved considerable success in racing and rallying. It also donated many components to the Matra Djet and Alpine sports cars.
Built in France, Spain, Bulgaria and Romania (as the Dacia) and assembled as far afield as Venezuela, Mexico, Algeria, Morocco, Canada, Australia and New Zealand (but ironically not by Alfa in Italy), the 8 and 10 enjoyed a 14-year life and were made in big numbers, but survivors are rare and interest is only beginning to grow in their home country. Investigate the origin of cars for sale, because not all had the same spec; for example, Spanish-built 8s had rear drums.
All-disc brakes were a rare luxury on such a small saloon, but helped to give it an edge in competition – allied to its rear-drive traction. The new Cléon-fonte engine family went on to power Renault’s front-drive saloons for decades; later 5 and 5 Gordini 1397cc units are sometimes found in surviving 8s and 10s. When the 1100 R8 was launched in ’64, testers eulogised over its brilliant combination of performance and economy and that carried through to later models.
The shape must have been more aerodynamic than it looks, but one of the secrets was the gauge of steel used – the cars were lighter than most rivals. The disadvantage was that when rust took hold, it wasn’t long before it had eaten straight through the thin steel. Corrosion was invariably worse under the surface than on top, affecting the inner wings, bulkhead and floors – as well as the more obvious sills and outer panels.
Almost all survivors will already have had extensive repairs – check that all are sound and competently done, and protected for the future. Few have been restored as comprehensively as Steve Cole’s R10 pictured here; membership of the Renault Classic Car Club is vital.
Gordinis are highly collectable and correct engine parts can fetch thousands of pounds. Inevitably, replicas are common and you need to carefully confirm that a car said to be original has the evidence and pedigree to back up its claims.