March 2010 Renotes Low Quality.pdf - Renault Owners Club Forum

R E N O T E St H e M A G A Z i N e o F t H e r e N A u l t o W N e r s c l u b i s s u e 1 M A r c H 2 0 1 0A G M s p e c i A l - A G e N D A & M o t i o N se v e N t s 2 0 1 0M y r e N A u ltc l u b pA rt sRENAULTHistoire & Collection

c o N t e N t sCLUBOFFICERSSecretary:Sebastian O’Halloran33, Park View,Western Park,Leicester.LE3 6SJEmail: secretary@renaultownersclub.comTel: 0116 287 6243Treasurer and Acting Membership SecretaryMalcolm BaileyMayhill House, London RoadAddington, West MallingKent ME19 5ANTel: 01732 849325Email: treasurer@renaultownersclub.comMotor Sport Sec:Derek FlavellTel: 0208 694 1435.Editor and Webmaster:Alasdair Worsley07917 858 42301652 655 781165 Scawby Road, Scawby Brook, Brigg, N.Lincs.DN20 9JXEmail: editor@renaultownersclub.comClub ShopMichael FawkeTel: 01303 894392Email: shop@renaultownersclub.comEvents co-ordinatorBecky PalmerTel: 0208 694 1435Email: events@renaultownersclub.comCOPY DATESNext issue of Renotes is due June 2010All contributions for that issue must be received byMay 15thPlease send to the Editor:Alasdair Worsleyat address aboveSubsequent issues will be June 2010, September 2010and December 2010MEMBERSHIPFEESFull uK and eec £25Full Non eec £30senior citizens and unemployed(includes students) £20Additional £5 for New Members overnormal membership.2 contents3 letters to the editor4 club events5 christmas Answers6-8 lohéac9 Glamis event Details10-13 obituary - Jacques Durand14 AGM Announcements15 club News17 Nicole - papa? Au revoir18-19 classic - My renault Domaine - Members’ carsclassic - My renault 4cv - Members’ cars20-24 Modern - New renault launchesModern - My renault espace - Members’ cars25 rallye to reims26-27 Motorsport - My renault Gordini 5 photoshoot28 Au coin Du livre30-31 Heritage - 75 years Ago & concept cars33-36 club parts, classifieds and club shopFront Cover: This shot of a Renault 5 Turbo sent in by Mike Fawke. To see your car on the frontcover, please send me either a photo or a good quality electronic file (jpg > 1MB is best)Renotes is published by the RenOwners Club Limited165 Scawby Road, Scawby Brook, Brigg, N. Lincs. DN20 9JX. Tel: 07917 858 423e-mail: magazine@renaultownersclub.comEditor: Alasdair WorsleyThe opinions expressed in Renotes are not necessarily those of either the Editor or the Committee of theRenOwners Club Limited© Copyright: All rights reserved. No part of this publication may be reproduced, stored in a retrievalsystem, or transmitted in any form, or by any means, electronic, mechanical, photocopying, recording orotherwise, without prior permissionDISCLAIMER1. "Any person receiving any technical assistance from any member of the RenOwners Club Ltd shall hold harmless thatadviser from any and all claims for damages, losses, expenses or costs arising out of the provision of that technicalassistance and any person receiving such technical assistance shall waive any claims that it might have or might pretend tohave against that person arising from the provision of the technical assistance."2. "A party receiving any technical assistance from any member of the RenOwners Club Ltd shall not be entitled to relyupon that advice as given by the RenOwners Club Ltd. For the avoidance of doubt no advice given is by the RenOwnersClub Ltd and no person has authority to hold themselves out as giving advice backed by the RenOwners Club Ltd."2 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

l e t t e r s t o t H e e D i t o rLetters tothe EditorDecember to March istraditionally a quiet time for theclub, all the events are over andwe are preparing the run up forthe AGM.However for the committee it is a verybusy time, finalising details for the FrenchReims Rally, adding GB stickers andwaistcoats to the shop, changing thewebsite layouts, cataloguing the tools,cleaning up the membership details,contacting advertisers, finalising theaccounts, contacting events organisers,organising the AGM and the Agenda andsetting up the templates for the cluband....March’s Renotes.However this period has also seen theresumption of letters to the Editor from allround the world. All the articles are eitherwritten directly by members or passed onor collected by them. We can only includeitems we are sent or find.So please, in order to answer requestsfrom members could we have somearticles on Renault 4s, Renault 25s,Renault 18s and Renault 19 Cabriolets.The contact details sheets have been verysuccessful. I think we are nowapproaching 100. These were not just sentout to new members but to everyone. Wehave some members that have been in theclub for over 50 years and some newermembers of maybe 20 years or so.However, normally the only updates weget are changes of address. The sheets arerequired to make sure that the Renaultsyou have now are the same as when youjoined or last wrote to us and also to tailorthe clubs activities to these cars, forexample to purchase or remanufacture theproper tools and get manuals as well asrun the correct events.From overseas we had a request from anon-member passed to us who waslooking for the part number for a gear fora Renault 20 Autobox. We have the partsmanuals for this in the club and also wereable to check the number against othercars and find that the Renault 5 and 25Auto Box has the same part in it. We arecurrently looking for a good donor part incase one does not turn up.John Henderson has been approached todate a Floride. The standard files justgroup these cars into rough batches whichis no good for the DVLA as they require acar’s year and a month to successfullyregister a car. The club accessed the moredetailed records and passed on the fulldetails of the cars date to the owner. Wealso helped locate another 2 Florides forpossible photo shoots for “PracticalClassic”.We also were approached for technicalhelp on a Renault 19 Cabriolet and aRenault Espace (former Renault UK car)The DVLA published some details of carMOT results in 2007. These are useful tous as they give some idea of the carsremaining (or at least presented forMOTs). As data it is pretty useless as itdoes not give mileage data ordemographics of the owner but one thingof note is the large number of people whocan’t seem to be bothered to walk roundtheir car before MOTs with a staggeringpercentage of people failing on tyres,lights and windscreens.Perhaps the new driver thinks all the carsare self maintaining and 100% reliableand do not see the need for a check fromtime to time. Few failures were forsomething that a motorist with half a goodeye could not pick up for themselves.Some of the data is obviously wrong (with1960 Renault 19s listed) which begs thequestion as to whether the DVLA studythe data to locate mis-matched cars whichin turn could be fraudulent or to see if theMOT stations are correctly identifyingcars and carrying out the right tests.Welcome New MembersNicholas CashRobin RedcliffeJohn DarmaninChristopher BanhamMargot BinnieMartin AldridgeRonnie FraserJonathan MunnFreddie Lauritzen Renault 19 II CabrioletAndrew Martin Vel SatisAmy HackerJohn RichardsonBertie BalshamJonathan Clark R26R (Mégane Sport)David MortlockSimon BowsieGerry Ankertell Renault 5 Prima AutoJason Ford - Renault 19 16v ChamadePeter Maslin - Renault Clio Sport 200Michael Blow - Dacia 1310TXEmma Brewer - Clio Champs ElyseeDavid Agar2010. By the time you read this itwill probably be too late to enterthe first event of the year, theReims Rally. However the AGMis the next event after that and you canjust turn up to it. Remember the nextRenotes should be about June time onyour mats by which time entry to a lot ofevents will have closed. All the eventshave a contact name to call to book yourspace so please phone up and offer a car.Only the NEC and World Series will besufficiently late in the year that theyappear in the June and Septembermagazines. If you have web access youcan visit www.renaultownersclub.com andsee the up-to-date events information.Otherwise feel free to call anyone on thecommittee.We had many letters of thanks for Mike’sCrossword and Numbers puzzles.Apologies to all those next of kin roped into solve it. The bad news is there may beone next Christmas. As a little reminder, ifevery member were to write just 1 articlefor just 1 page of Renotes every 5 yearsthen we could easily fill the magazinesfrom cover to cover and have material leftover for the website. Hopefully it is nottoo much to ask that if you are doinganything with any of your Renaults,please get some photos and a few wordsand send them in. This way we will have alarger variety of articles to choose from.Alasdair Worsleyr e N o t e s M A G A Z i N e35

e v e N t sclub eveNts 2010The club is putting on a number of events in 2010. I have listedthose we currently have below. Any additions will appearthroughout the year and ALSO on the website. This is animportant resource as we can use it to give up to dateinformation on additions and alterations. If you need to checkanything, please contact the Events Secretary (Email:events@renaultownersclub.com) or the Secretary (Email:Secretary@renaultownersclub.com). Addresses and telephonenumbers are on page 2. Club Events are marked (C). Someevents will be for club members only and may be tailoredround a theme.renault owners club AGM (c)sunday 25th April 2010 11.00AMContact: secretary@renaultownersclub.com Tel: 0116 287 3718This is taking place at the Heritage Motor Centre at Gaydon(CV35 0BJ). The same day there will be a Historic and ClassicCar Show on by the Museum. Entry will be free (normally £9)to the museum for club members wishing to attend. We haveour own room booked.Kent run (c)Sunday 2nd May 2010Derek. Email: rdpalmer@btinternet.comTel: 07816 586642 or Becky on 07870 957720prescott la vie en bleu (Histoire & collection) (c)29th & 30th May 2010Seb O’Halloran Email: secretary@renaultownersclub.comTel: 0116 287 6243renault World series (c)Silverstone18th to 19th September 2010Contact: Seb Email: secretary@renaultownersclub.comTel: 0116 287 6243bromley Motor pageant (Histoire & collection) (c)Sunday 13th June 2010Malcolm BaileyEmail: membership@renaultownersclub.com Tel:01732 849325powderham classic vehicle showcontact rob Doran(email: speedwayrob@hotmail.com tel: 01395 271116)10th to 11th July 2010renault owners club French Weekend (c)April 10th & 11ththis event is probably closed. because of the numbers wehave, it may be that there has been a last minutecancellation. to check on the state of the event, pleasephone or contact:Michael Fawke Tel: 01303 894 392Email: shop@renaultownersclub.comrenault classic car club & renault owners club JointeventBubble Car Museum Near Grantham12th & 13th June 2010Camping & Accommodation available from Friday Night, stay aslong as you want.Contact: secretary@renaultownersclub.comTel: 0116 287 6243.Drive it DaySunday 25th April 2010 11.00AMSeb O’Halloran Email: secretary@renaultownersclub.comTel:0116 287 6243Glamis castle (c)36th Scottish Transport Extravaganza Glamis CastleDate 10th / 11th JulyAt this event, all cars park together based on age rather thanmodels. The club can help you with getting tickets to get in andwill be present on the day. The organisers will have a banneron their car, so if you contact them on arrival you can arrangeto meet up with other ROC members. There is not normallyany large dedicated club stand.Contact Valerie Munro on 01382 543 563tatton park (c)21st and 22nd AugustWe have a pitch at this event and welcome enquiries if you areinterested in displaying your car here. Please let us know andwe will send you the details as they become available.Email: editor@renaultownersclub.comPhone 07917 858423 for details.Mike Wood will be organising the day but Alasdair is takingenquiries.4 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

e v e N t sapplication has been successful. Please let us know if you wantto apply for details. Email: editor@renaultownersclub.com orPhone 07917 858423 for details.overseAs eveNts - MAKe your oWN WAycrich tramway Museum extravaganza (c)Monday 30th August 2010retroMobile 2010January 22nd -31st 2010http://www.retromobile.fr/reims Autojumble and classic show 2010March 13th & 14th 2010http://www.bce-reims.com/We are also looking at The French Car Show and The AdrianFlux Classic at Wroughton - at the time of writing details ofthis were patchy. Please look at the website or talk to a memberof the committee for more details. These will only be entered ifthe final details are appropriate and we have sufficient cars toshow. We will also need an organiser to arrange things on thedayNec classic car show (c) (tbc)12th, 13th and 14th NovemberWe have applied for a stand on this and welcome enquiries.Unfortunately we will not know until April / May if ourF E S T I V E S P E C I A L A N S W E R SThese are the solutions for the 2 quizzes. On the numbers one it is possible to have the pairs of numbers in different positions and as suchthere are multiple solutions.The two winners selected at random were Les Craven who got both puzzles correct and Ann & Frank Cheeseman:r e N o t e s M A G A Z i N e55

e v e N t s - l o H e A c 2 0 0 9lohéac 2009something for everyone, includingsignificant others and children.The Whiteside team lodged at itstraditional watering hole, ChateauSparrow, where Peter and Angie did usproud over the weekend and, havingreached that venue via the Portsmouth/St.Malo overnight ferry, the accompanyinggood weather stayed with us until wewere packing up our stands, when a finerain descended. This clement weatherenabled us to enjoy the delights of themeeting, including spectating at sometrack sessions, during one of which JeanRagnotti (Renault 8 Gordini 1300) andMichel Leclère (Renault 12 Gordini) didmany (stage-managed) laps swoppingplaces, whilst noisy Renault Gordinienginedsingle-seaters buzzed aroundthem like wasps. All good, clean fun, aswere the (non competitive) laps coveredby the earlier-mentioned assortment ofRenault Gordini-engined saloons andcoupés from various past decades.Every year, the October‘Autobrocante Festival’ at theManoir de l’Automobile deLohéac, near Rennes in Brittany,heralds the onset of winter. This year,Clubmen Brian Whiteside, Des Collins andHM-W made their pilgrimage to thisoutstanding venue (two days ofautojumbling on 03 and 04 October 2009)to see the celebration of the ‘SpecialGordini,’ for which Dauphine-Gordinis, R-1093 Rallye Dauphines, R8 Gordini 1100s,R8 Gordini 1300s, R12 Gordinis, R17Gordinis and a selection of RenaultGordini-engined single-seaters (but,regrettably, none of Amédé Gordini’s owncars) were drawn up in a long line in thepaddock.As usual, there were a couple ofamphibious vehicles pottering around onthe lake, a pack of (Peugeot-engined)Hommell Berlinettes reeled off theirmonomarque laps on the circuit and therewas the customary show of VolkswagenBeetles and Combis (with accompanyingautojumble stands) around the lakesidearea. A small display area on the far(circuit) side of the lake featured themuseum’s three Renault 1000kgs-basedpublicity vehicles, seen at previousLohéac meetings – the Red Barrel, theblue twin Butagaz bottles and the whitecastle - and the 3rd Renault 4 Meetingtook place on the original rallycrosscircuit, on to which an army of classiccars descends every year. Thesehappenings take place in conjunction witha free (with event) ticket to visit MichelHommell’s peerless automobile collectionin the manor house (more like anunderstated castle!), thus offeringThe exhibition cars included Renaultsingle-seaters, a Renault (Dauphine)Gordini, a Renault 8 Gordini 1300, aRenault 12 Gordini and a Renault 17Gordini from Renault’s Histoire &Collection treasure chest, plus AmédéeGordini’s own unique 1500cc twin camRenault 8 Gordini from Hommell’smuseum, although this latter did not goout on the track (at least, not while your6 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

e v e N t s - l o H e A c 2 0 0 9scribe was on the spectators’ banking).We met Dominique Pascal once again,interested in anything and everything todo with cars, about which he might pensome lines. Claude and Joëlle Le Maître(both thoroughly enjoying their retirementon the Brittany coast near Brest) and son,Laurent, were manning the SHGR stand(a pleasure to renew acquaintance withthese Renault stalwarts), where yourscribe purchased some more readingmatter.The designated Renault dealer was sellingmuch of the Renault merchandise atdiscounted prices – especially the F1clothing with the ING logo on! Therewere at least three Alpine specialistspresent, some of whom were displayinghot out-of-the-mould Alpine A-110Berlinette shells (at breathtaking prices).Another stand proudly displayed abeautifully prepared, lightweight, LegaytypeAlpine A-610 Le Mans coupéalongside a pristine Alpine A-110Berlinette. There was a selection ofRenault panels (4CV doors, bonnets andboots, R4 and R8 doors, etc., etc.) for salein the field and so on and so forth. Themain problem was that the asking pricesfor such spares has crept up significantlyand, with the euro and the pound sterlingbeing almost on parity, the amateur(British) impecunious enthusiast isvirtually priced out of the market.The museum has not changed much,exhibit-wise, but is still one of the bestsuch collections in the world. TheRenault 4CV-based Rispal barquette hasbeen transferred down to the ground flooramongst the Alpines and the blue AlpineA-106 convertible is still resolutely up ona hoist, ‘undergoing restoration’ in thegarage montage ! The display of Renaultand Renault-related vehicles remains asjaw-dropping as ever.Besides our three man ROC team fromDorset, both Nigel Patten and Pat Bridger(RCCC) were reputed to be in the field(but we did not see them), but we didmeet Peter Mockler, an ex-Clubman, whoused to race a Renault Dauphine-Gordini.Some years ago, the motoring pressreported on his skilful driving in atrociouswet weather at Goodwood’s Festival ofSpeed. We had a good old natter. Havingdisposed of the said Renault, he, hisFrench wife, Fabienne, and daughtersLucy and Juliette, emigrated fromUxbridge to France in 2005. Car-wise, hehas now ‘gone over to the other side’ andwas exhibiting his (exceptionally clean)Yank Ford Fairlane in the classic car parkoutside.Also, in that car park, there were manyclassic treasures. Since large numbers of‘other cars’ were on display, we willconfine our comments to those of realinterest (i.e., Renaults and the like!). Inorder to keep the size of this reportreasonably concise and because examplesof almost every model of Renault madesince the end of WW2 were on display,we will confine our observations to someof the more unusual variations on show.One of the Renault 8S was fitted with areplacement front Spanish Renault 8TSpanel, which has the outer and inner unitsof the same (small R8) diameter. One ofthe Renault 11 Turbos was a very rarePhase 1 ‘Zender’ model (with the Germanbody kit fitted as standard). One of ther e N o t e s M A G A Z i N e75

e v e N t s - l o H e A c 2 0 0 9Renault Superfives was the Baccaraversion {= UK Monaco}). There was aRenaultAvantime,already aclassic beforereaching itsteenage years;there was alsoa Matra Djet 5(based on RenéBonnet’svehicle of thesame name, theworld’s firstmid-enginedproduction car,based onRenaultcomponentsand offered byhim for saleafter he hadsplit from,CharlesDeutsch).There were atleast two MVS/Venturi sports coupés,contemporary competitors for Renault’sAlpine GTAs and A-610 Turbos andutilising the same major components,including the PRV V-6 engine andgearbox ensemble to mention but a few.Assembled on the raised grass infield ofthe circuit, the 3rd Renault 4 Meetingbrought together a large and diverseselection of Renault 4s. These included aParisienne, some immaculate Clans andSavanes and a Clan Bye-Bye, 4 vans ofmany different types, hues andpresentation (some tricked out in RenaultService orange or yellow, black and whiteperiod liveries, others in ‘raid’configuration, to ‘have a go’ at desertevents, a very popular French pastime), arow of JP4 short wheelbase, soft topconversions and much else. However, theturnout was not as overwhelming as lastyear ’s, perhaps because the 1stInternational Renault 4 Meeting (to whichRenault 6s, early Renault 5s and [50thbirthday] Renault Estafettes had also beeninvited) had only taken place in mid-Junenear Blois. We did not see last year’sNorwegian van, nor was ‘our Flavvy’present (who, on magazine photographicevidence, was definitely at the summerevent). Anyway, there was a lot of inter-Noddy nattering going on (in French !)and it is clear that the Four family has acult following, especially amongst theyounger generation, who seek to bedifferent from the common herd and whoare not completely won over by thecurrent electronically-controlledEuroboxes.Your scribe managed to unearth someinteresting literature, but nothingspectacular and all good things have tocome to an end. Thus,after a reasonablysuccessful autojumble,the unsold remains werereluctantly repacked andwe departed this jewel inthe Breton countryside,through increasinglydamp weather. Thefollowing day, en routeto the ferry, we visited afriend of Brian’s andwere shown his privatecollection, which majorson Citroëns, but alsocontains a pristineRenault 4CV convertibleand a nice RenaultCaravelle soft top - so hecan’t be all bad !. Withsome suitable Frenchlubrication purchased inCaen and packed awayin our transport, the calmreturn ferry crossing wasenlivened by an excellent and leisurelybuffet supper and midnight saw us allsafely tucked up in bed, after anothermemorable Lohéac meeting.Now let’s get winter out of the way !HM-W8 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

e v e N t s - l o H e A c 2 0 0 9car dealer displays, a variety of stallsselling local products and an auto jumblesection.Extra activities include the possibility forentrants to take part in a regularity run, acycle ride, and a period dress parade.There is some camping available on sitefor entrants.Entrants fees are £2 for a car with up to 2adults and 2 children under 16, extrapassengers are £10 each. Daily entrancefees for visitors have not yet been decidedbut are usually about £8 each.Details for Glamis. GlamisCastle, Glamis, DD8 1RJ,Scotlandevent gives the opportunity to see a largevariety of vehicles as well to visit thehistoric castle and its spectacular gardens.There are classes for vehicles up to 1975The 36th Scottish Transport Extravaganza which include cars, commercials, tractors,at Glamis Castlesteam engines, stationary engines, motorcycles, bicycles, Land Rovers, military,10th & 11th July 2010horticultural and horse drawn.5942_AF_Renault owners_v2:Layout 1 28/8/09 15:17 Page 1Situated in the castle grounds this 2 day In addition there are usually craft tents,We hope to see some of you at Glamis.Please contact me for any otherinformation.Valerie01382 543 563Event Organiser:Lesley MunroStrathmore Vintage Vehicle Club LtdThe Key to lowcost insurancefor Renault OwnersClub membersDon’t pay more than you have to forquality insurance cover. Adrian Fluxhave great insurance deals forRenault Owners Club members.What’s more they offer excellentservice and competitive prices too.Quoteline Hours:Mon to Fri 9.00am - 7.00pmSat 9.00am - 4.00pmemail: quotes@adrianflux.co.ukFreephone0800 089 0035www.adrianflux.co.ukAuthorised and Regulated by the Financial Services Authorityr e N o t e s M A G A Z i N e95

o b i t u A ryobituAryOwing to press deadlines and theavailability of space inRENOTES, it is with profoundregret that we come so late toreport the passing of yet another inventiveFrenchman, whose career left an indeliblemark on his native motorsport scene of the60s and 70s. On 16 August 2009, JacquesDurand passed away in his 89th year at hishome in Mougins (near Cannes).He was not as well known to the generalpublic as Jean Rédélé or Amédée Gordini,but he was admired by informed Frenchcar enthusiasts for his ability to constructindividual sporting vehicles in an erabefore meddlesome bureaucracyinterfered and made such individualitylegally impossible. The judiciousamalgam of car manufacturers’components minimised the cost of hisvehicles, a range of ‘etceterini,’ whichoffered diverting performance toenthusiasts. This life was lived somewhatin the shadows (especially as far asanglophone enthusiasts are concerned)and so we make no apology for a lengthyoutline of Jacques Durand’s life, whichwill allow RENOTES readers toappreciate better the merits of theunheralded life of a very individualFrenchman.Jacques’ grandparents had a flower shopin Paris; his father was a senior officer inthe Postes à Arts et Métiers in the capitaland he had a weekend retreat built atAntony, then in the country, but now aParisian dormitory suburb. Born on 28June 1920, Jacques grew up there andwent to the Lakanal lycée in nearbyScéaux. His parents hoped that he wouldbecome a government official, but the boywas determined to work with his hands,so he changed career direction and wentto the École des Ateliers des PTT (thePost Office training centre) at Gentilly.Having finished his training during WW2,he was evacuated to Limoges (in centralFrance). Which he reached by pedalcycle!. A few months later, he returned toParis and, acting on a friend’s tip-off, hetook action to evade the STO (‘service detravail obigatoire’, a conscription serviceintroduced by the German occupyingforces in France).He went to ground in the Parisian suburbsand started to manufacture minihorsepower engines under the name ofJIDÉ. These propulsion units for modelaeroplanes, cars and boats became leadersin their field, and they were sold throughPaillard’s Bookshop in Besançon. In1949, he dropped the JIDÉ range andstarted the VEGA range, which name alsocovered a new venture, the manufactureof light alloy model cars (sorry, noRenaults), which raced around specialVCC (‘vol circulaire contrôlé’) tracks. Hebecame a friend of Adrien Maeght, thewell-known Parisian retailer of modelsand of premier quality reproductions ofmodern paintings, later founding editor of‘L’Automobiliste’ magazine and,eventually, founder of the (regrettablyrecently closed) Musée Automobile deMougins, which housed a large exhibitionof VEGA artefacts.Following a visit to the garage of M.Vinatier (the father of the well-knownAlpine and Renault driver, Jean), wherehe saw an Alpine, Jacques realised that hecould build a similar car of his owndesign, with the coachwork made out ofplastic and so he taught himself how towork with polyester resin and glassfibrereinforcings. In 1958, he constructed hisfirst car in the basement of the house atAntony, in which he was assisted by aneighbour, Charles Cusson (on thechassis), who later developed the FormulaFrance ARPA single-seater, and also by anengineer, Henri Madalana, and byFrançois Marcarian, who later moved onto work firstly for Colin Montrouge (aleading Parisian Renault dealer and CoupeGordini supporter) and then for himself asa fibreglass subcontractor to Renaultsport(F1 and 5 Turbo & Maxi) and to SnobeckRacing.Based on a multi tubular steel frame, theAtla had gull-wing doors and used aselection of major Renault 4CVcomponents, although, for a Montrougegarage owner, M. Caron, a single (yellow)example was custom-built to accept thePanhard Dyna Z flat-twin fwd engine andtransmission bloc up front. Totalproduction is believed to be 12, of whichthree (possibly four) examples havesurvived. Day-to-day finance wasprovided on a rather erratic basis by acertain Jean Schwab, a Renault agent atGarches, who was developing a petroleconomiser at the time, and it was he,who, having seen the original Atla,‘seconded’ his own employee, RobertJonet, to Antony, in order to assist Jacqueswith the painting and trimming of theproduction cars.10 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

o b i t u A ryIn 1959, the Atla project ran out offinance and Jacques Durand moved on tothe Sera Project (not to be confused withCharles Deutsch’s project of the samename), in which Jean Schwab was alsoconcerned. The Sera was a Panhardbasedvehicle (and therefore a directcompetitor to Deutsch & Bonnet’scontemporary DB marque). Briefly, themanufacture was planned to be transferredto the old Motobloc factory in Bordeaux.The decision was taken by François Arbelof the abortive electric car ‘Symetric’project, in which the same Jean Schwabwas also concerned, but this moveresulted in the production of only fifteencars, one of which was exhibited at theBarcelona Fair and also used incontemporary advertisements for Antar’s‘Molygraphite’ engine oil.The display of the Sera in Spain resultedin yet another proposed transfer of thewhole project to Taragona, where itquickly failed, because, underGeneralissimo Franco, the importation ofthe requisite Panhard parts wasimpossible. Accordingly, one examplewas custom-built with a DKW fwd, threecylinder,two-stroke engine and a secondwith a Fiat front engine, rwd layout, bothsuch engine/transmission ensembles beingalready available in Spain. To bring theseprojects to life, the Durand family hadfirst moved down to Bordeaux and thenon to Taragona and, with the last failure,Jacques fell back on manufacturing oliveoil drums, sailing boats and sportssteering wheels for the (Spanish) Siatacompany – all in plastic, naturally.The family lived in a luxurious Spanishvilla, but, with the children’s educationlooming, Jacques’ wife, Denise, returnedto France and took the opportunity toshow a Siata sports steering wheel toRené Bonnet. As the Sera competition (tothe DB marque) no longer existed, Bonnetordered examples for his DB Le Mans andMissile coupés, so Jacques returned toAntony, where he met up with CharlesCusson once again, and startedmanufacturing sports steering wheels !In 1963, Jacques Durand arranged ameeting with Raymond Gaillard, a majorParisian Panhard concessionaire, topresent to him his ideas for a PanhardbasedACPA (Ateliers de Construction etde Production Automobile) sports car.Seeing in this project a means ofrelaunching his own unsuccessful firstseriesPanhard-based Arista cars, M.Gaillard agreed to underwrite the project,as long as it bore the Arista name.Jacques agreed and set to work with twoaccomplices, a Spanish immigrant,Ricardo, and Max Saint Hilaire, whowould later be part-creator of the BSHmarque, a competitor to Jacques’ ownsubsequent make, the Jidé. The secondseries Aristas were very attractivevehicles with a large curved rear screen,of which, a couple of decades later, anyRenault Fuego owner would be veryproud. Briefly, around a dozen (Durand)Aristas were produced up to 1964, withvarying power plants, including Panhard,Peugeot, Neckar (Fiat’s contemporaryGerman licensee) and Ford (a V-6 fromthe Taunus), but Raymond Gaillard hadfallen ill and, being unable to sell hisbusiness empire as a totality, the carmanufacturing part of it was closed andMax Saint Hilaire moved on, as didJacques, who had, in the meantime, metAndré Morin. M. Gaillard died in 1973.André Morin was the boss of Sovam,makers of specialised coachwork onmajor manufacturers’ chasses (includingRenault) amongst which were theEtalmobil range of mobile shops. Hewanted to produce an inexpensive sportscar, in order to make his Sovam companybetter known to the general public (notethe similarity of this idea to Matra’scotemporaneous take-over of RenéBonnet’s eponymous marque). Thehistory of Sovam (and its subsequent fate)is fascinating in itself, but falls outside thescope of this obituary. The engineer incharge of André Morin’s sports car ‘baby,’Charles-Henri Armbruster, had earlier metJacques at Savam (the company inRaymond Gaillard’s empire, which dealtwith the sales of the Arista). He hadappreciated Jacques’ plastic coachbuildingskills and so he recommended thisenthusiast to his boss as the man, whocould turn Morin’s sports car project intoa reality.The Sovam boss engaged Jacques and, in1965, the Durand family moved to theParthenay region, where Jacques and hisassistant, M. Dubin, set to and, utilising asmany components as they could find inthe major French car makers’ parts bins,they readied the first car for an autumnallaunch at Orly Airport, after which it wasexhibited at 1965 Paris Salon de l’Auto.The Sovam was based on Renault’s fwdFour and, to a certain extent, its singularshape was dictated by that vehicle’sunderpinnings and running gear layout.The car did not arouse the passions ofsports car drivers, notwithstanding thefinal GS 1300 iteration being rewardedwith a Gold Medal at the 1968 ParisMotor Show ! Moreover, the price was inAlpine Berlinette territory and more thanMatra’s 530, powered by a Ford V-4r e N o t e s M A G A Z i N e115

o b i t u A ryengine.Eventually, basic economics dictated aclosedown of the project after 145examples had been built (62 of the 850 Sversion with the 45bhp/845cc ‘Ventoux’engine [ex Renault 4 Super], 66 of theVS-1100 version with the 62bhp/1108cc‘Sierra’ engine [ex Renault 8 Major] and 5of the GS-1300 version with the103bhp/1255cc ‘Sierra’ engine [exRenault 8 Gordini 1300]) during its threeyear life. Sovam returned to itstraditional mobile shops’ market andbranched out successfully into aeroplane‘tugs’ and mobile luggage-loadingplatforms and other specialised equipmentfor airports. In the meantime, Jacqueshad cobbled together his first Jidé sportscar in the garage at his Châtillon-sur-Thouët house, which was not far from theSovam factory in the Deux-Sèvres area.This first car, a white one, had beencustom-made for M. Gendron (Denise’shairdresser !), complete with a whitesnout and a removable sun roof. In orderto have a second Jidé as a demonstrationcar, Jacques sold his personal Ford V6-engined Sera (see earlier) to fund thepurchase of a surplus Renault 8 Gordini1300 engine/transmission bloc fromSovam. This Renault-based Jidé sportscar (pronounced ‘jhee-day,’ deduced fromthe initials J {jhee} D {day}) wasprimarily a PAM car (PAM = prêt àmonter = ready to assemble = kit), and itwas based on a square tube ladder framechassis. Preferentially, it utilised aturned-around R8 or R12 (preferably Gversion for better performance)propulsion pack, with the gearbox‘outback’ à la Lotus Europa/Fournier-Marcadier, a Renault Caravellewindscreen, a radiator and electric fanfrom the Renault 16, plus as manyRenault components (front suspension andcross member, brakes, dashboard, etc.,) asone cared to incorporate. Alternatively,the car was available CBU (completelybuilt up) to a customer’s specification – ata price !Production was transferred into a tiny Fiatgarage in a nearby street and three to fourvehicles were manufactured each monthby a handful of employees, whichincluded Jacques’ wife, Denise. Themodel was notably successful in Frenchmotorsport events, particularly whendriven by Jannick Auxémery.Unfortunately, being an out-and-out sportscar, the 1973 petrol crisis and MinisterPierre Mesmer ’s subsequent Frenchblanket speed limit hit the Durandfamily’s business hard and eventually theJidé’s original moulds were sold to settlefinancial debts.Complicated business wrangles and legalproblems ensued and at least threepersons then manufactured limitednumbers of the car in various guises(Baxas, Humeau, Quéron, etc.) However,Jacques Durand completely revised the‘old’ Jidé and, with a new set of businesspartners, decamped en famille to Lapleau,in the Corrèze area, and proposedmanufacturing the Scora (SociétéCorrézienne d’Automobiles) in a tinyworkshop. The new business partnershipsoon fell apart and, in order to keep theremains of the undertaking afloat, Jacquesstarted manufacturing plastic seats forRibette of Limoges, whilst, at the sametime, successfully defending a claim ofplagiarism by the new owners of theoriginal Jidé against the new Scora ofDurand, in the courts.Little by little and with the aid ofRaymond Coiffet, a family friend, a Scorawas completed and exhibited at twoParisian motor shows, where it received afavourable press and requests fordemonstrations started to roll in. One ofthese was from the acrobatic JeanRagnotti, who, having tried out the car,was confident enough to enter one in theforthcoming Critérium des Cevennesrally, with his sister-in-law, Marie-JoséHommell, the wife of Michel, the boss of‘Echappement’ (amongst many othersmagazines) as navigator. The car did notfinish the event, but, whilst it wasrunning, it was right up there on thespecial stages amongst the leaders, whichincluded Jacques Henry in a semi-officialworks Alpine A-110 Berlinette. Thisshowing was enough to reveal thevehicle’s potential, but efforts to build onthis in the form of financial backing werenot forthcoming and, after producing sixkits and two complete cars, this phase ofthe Scora venture failed, with a furthertransfer to Cannes la Bocca (Côted’Azur).One of Jacques’ Scora customers was afurniture-making Monegasque enthusiast,Auguste Turuani, who competed(successfully) under the pseudonym of‘Tchine.’ Through his good offices,certain business doors opened and Jacquesmanufactured various plastic items, suchas polyester moulds for concreteformwork, refurbishment piecework forchurch interiors, plastic road markingposts and the like. As a quid pro quo, theDurand family acted as back-up for‘Tchine’ when he competed in the variouslocal weekend rallies.Unexpectedly, M. Armbruster, with whomJacques had worked at Sovam (seeabove), reappeared on the scene; he hadmoved back from the Parthenay firm tohis original company, CLM, a Peugeot12 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

0 b i t u A rysubsidiary. This latter company offeredJacques a production contract, with aregular income, to manufacture mudflaps,tool boxes, radiator surrounds and suchlike, which relieved him of thehumiliation of having to go cap-in-hand tohis bank at the end of every month fortemporary funding. It was a lifesaver,allowing him to recommence manufactureof Scoras.But, without any warning, the FFSA (theFrench sporting association) threw Scoraa curved ball, by outlawing all prototypesfrom French motorsport. Clearly majormanufacturers were unhappy that theirlarge financial investment in theirproduction car-based prototypes could bebeaten by competitive minnows, such asScoras, so they used their financial cloutto ‘lean’ on the body’s ruling organisation.In no way fazed by this unilateraldecision, Jacques wrote to the FFSA,pointing out that his cars already heldFrench homologation papers, whichneither the Lancia Stratos nor the Fiat 121Abarth – notwithstanding their outwardsimilarity to production cars– did. Upon being called tothe FFSA headquarters, hewas summarily informedthat his cars could competein such rallies, but that anypoints gained could not becounted towards anychampionship. So much formotorsport democracy !In the Cannes workshop,Michel helped his father tocomplete a further small runof Scoras, amongst whichwere examples bought andcampaigned by a greatRenault enthusiast(particularly for the Renault5 Turbo and its derivatives),Charly Carcreff, and forMichel Durand himself.The final chassis (No. 15)was assembled in Cannes in1987. But that was not theend of the saga.Charly Carcreff had first met Jacques atthe 1974 Sports Car Show, in the pausebetween Jidé and Scora, and he bought aJidé in 1982, with which he was wellpleased. He persuaded Jacques andMichel to join himself and his partner,Dominique Nusbaum in his Argenteuilworks to manufacture the Scora on anindustrial scale, but within two years thisassociation had fallen apart and, althoughMichel stayed on in the Parisian suburb,Jacques returned to the Côte d’Azur.Charly Carcreff bought Jacques Durand’sshares in the business and took over theScora marque, but, in June 1993, theFFSA declared that Group F vehicles,such as Scoras, would no longer beeligible for homologation to compete inall motorsport events in France at the endof a further four years. Such a limitationdiscouraged enthusiastic competitors andso the Scora’s horizons were severelycircumscribed, although CarcreffCompétition continued to produce a fewcars. However this history falls outsidethe scope of the present appreciation.Michel rejoined his father in 1991 andundertook various activities both aloneand with him, which included plasticheadlight ramps for Renault 5 Turbos, theplastic bodywork for Jean LouisSchlesser’s first Desert Buggy, plasticmodels (Alpine Berlinettes, Renault 5Turbos, Jidés, etc., etc.,) and an AMD(Automobiles Michel Durand) sports car,which was never completed. Jacques andDenise finally took a well-earnedretirement and Michel went to work for alogistics company, whilst remanufacturingparts for and fettling Jidés for friends, as ahobby.Jacques Durand built over 400 vehiclesbetween 1958 and 1991 and he alsoproduced a myriad of other plastic itemsto keep afloat the manufacturing of hiscars. Before his retirement, hastened byfailing eyesight, he hand-made models ofcompetition cars for discerningcustomers. His life and productions werecelebrated in a two-volume work,published in 2007 and they remain a vividand lasting testimony to a hugely variedand multi-talented life. Indeed, we shallnot see his like again.To Denise, wife and indefatigablesupporter of Jacques, and to Michel andClaudine, his loving children, themembers of the Renault Owners’ Clubextend their belated, but neverthelesssincere condolences on the loss of a trulytalented and remarkable individual, whorefused to allow setbacks to blight hispassion for life.HM-W.r e N o t e s M A G A Z i N e135

c o M M i t t e e A N D c l u b N e W stHe siXtH ANNuAl GeNerAl MeetiNG oF tHereNoWNers club liMiteDThe Sixth ANNUAL GENERAL MEETING OF THE RENOWNERS CLUB LIMITEDWill be held on Sunday 25th April 2010 Between 11 am and 1 pmAtThe Motor Industry Heritage Centre, Gaydon, Warwickshire, CV35 0BJGaydon is sign posted from the M40 between Banbury and Warwickshire.provisioNAl AGeNDA1. Apologies for absence2. Minutes of the 2009 AGM / Matters Arising3. Club Officers’ reports a) Chairman b) secretary c) treasurer d) Membership Secretary e) Magazine Editor f) MerchandisingOfficer g) Press/Publicity Officer h) Advertising Sales Officer i) Webmaster j) Events Officer k) Motorsport officer l) ModifiedOfficer m) Ordinary Committee Members - Bold denotes Director position.4. Presentation of AccountsIncluding vote of acceptance and waiver of auditing in accordance with club rules.5. Election of Officers 2010/2011 - Current Officer Listed - (RS = Willing to continue if elected)a) Chairmanb) Secretary - Currently Seb O’Halloran (RS)c) Treasurer - Currently Malcolm Bailey (RS)d) Membership Secretary - Currently Acting by Malcolm Bailey (RS)e) Magazine Editor - Currently Acting by Alasdair Worsley (RS)f) Merchandising (shop) Officer - Currently Mike Fawke (RS)g) Press/Publicity Officer - Vacant - 2 Nominations Received Roy Dodsworth & Marcus Hopperh) Advertising Sales Officer - Currently Acting by Alasdair Worsley (RS) / Seb O’Halloran (RS)i) Webmaster - Alasdair Worsley (RS)j) Events Officer - Vacantk) Motorsport Officer - Vacantl) Modified Officer - Jason Fordm) Ordinary Committee Members - Alex Millan (RS), John Hart. (RS)DVLA Dater - John Henderson (RS Honorary)6. Election of President and Vice-Presidents7. Motions received8. Any other businessAny Member wishing a matter to be discussed at an Annual General Meeting, should submit the text of such matter, signed by at leasttwo fully paid-up Ordinary subscribing Members to the honorary Secretary at least 21 days before the date of such Meeting, so that itmay be included in the Agenda. Motions and nominations received after this date will not be included . The final agenda will appearon the members site at www.renaultownersclub.com and be distributed by post. Any additional items may be discussed under AOB butwill only be for consideration not voting or acceptance. This allows fair representation to be made.Nominations for the Committee with a propser and seconder should be made in writing at least twenty one days before the meetingand sent to the Secretary at: 86, Rowanberry Avenue, Braunstone Frith, Leicester, LE3 6PP, or by email:secretary@renaultownersclub.com or contact Sebastian O'Halloran on 0116 287 3718The same day there will be a Historic and Classic Car Show on by the Museum. Entry will be free (normally £9) to the museum forclub members wishing to attend. It is also FBHVC Drive it Day. Please do your best to attend as we would like to build on thenumbers we saw in 2009.14 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

c o M M i t t e e A N D c l u b N e W sLocation:By Car: Follow the signs from Junction 12 of the M40. Between Banbury and WarwickBy Rail: The nearest stations are Warwick (8 miles) Leamington Spa (8 miles) and Banbury (11 Miles)By Bus: There is no Sunday Bus ServiceFurther details on the museum can be found on www.heritage-motor-centre.co.ukMotions and Nominations received so far.Waiver of Auditing.Reason: A while ago there was some use of club funds outside that permitted by the club rules. IE not in the interest of the overallmembership. As a result a number of actions were taken. One of which was to externally audit the accounts. However, recently thecost of auditors has led instead to a more complete set of accounts being produced and the auditing removed. The rules permit thiswaiver at the AGM by vote and for the last few years this has been carried out. It is now probably a good time to formalise it andremove it from the rules. We should though look to check the other measures are robust which may include such things as ensuring thecommittee voting is not dominated by any close group of members.Creation of Parts and Tooling Officer:This is a double proposal, first to re-create a parts and tooling position in the club and then to see if that post should be on thecommittee and elect an officer. If you are interested in this post, you MUST put your name forward by the 21 day cut off. The role ofthis position is for discussion but during 2009-2010 some ideas have been trialled.Postal Voting:Should the club consider postal voting?Remove the need for Motorsport Secretary to be Director and add a Director from any person in the club. No 1 family or related partyto hold more than 40% of Director positionsNEWS2009 to 2010 has seen the club comeon leaps and bounds. We have seena large number (nearly 50 of whichare totally new) of new members.The majority joining through the web. Wehave over 500 “friends” on the internetForum, we have got the price of themagazine down from about £2000 anedition to about £1000 whilst alsoincreasing the pages beyond the normal 32pages on every edition in 2009.In addition, the committee agreed to tryout a couple of new ideas for 2010, thisincludes some prestige events, such as theNEC and Tatton, an overseas French Rallyand we have also purchased a quantity oftools (Genuine Renault) from 1965 - 1983which we plan to catalogue and either hireout to members for a small fee and adeposit or copy and sell. This largelydepends on the tools.This is already attracting attention with amember of another club offering to buysome off the club. Naturally we turneddown this offer but invited him to join andhire them.We are also trialling a parts service, theresults of which we will examine at theAGM. A member has put up some of theirown capital to buy some “dealer overstock.”These are parts where thedealership does not see any likelihood ofselling them but where they had had tobuy them in order to service cars (forexample filters supplied in lots of 10 andonly a couple used). By bulk buying theprices were low but of course we need toallow for postage and also on line pricesof “non-genuine” parts that are attractive.In addition we are talking to a dealer whoimports parts no longer listed from thecontinent - again over stock - to see ifthese can be incorporated. For currentlisted parts we also have Lifestyle whooffer significant discounts.As part of the tools bought we alsoreceived a lot more manuals and moreimportantly technical notes which showmodifications that should have beencarried out on your cars to improvereliability. Such as extra holes in theRocker arms of Renault 8’s to improvelubrication and much more. All thesebrochures and tools are being counted,photographed and listed and will appearin the June Renotes once the club decideswhat to do with them.At the same time, but not for loan, Ipicked up myself an X25. This is an earlydiagnostics computer. I plan to take it toindoor shows as part of the display but Iam afraid as it is mains powered, verycomplicated and dangerous in the wronghands, it won’t be being used any timesoon.The Renault Sports Club has closed,citing a number of reasons includingmember apathy and lack of enthusiasmThe Renault Forums, an online area forcar owners, has also altered their rules toprohibit the publishing and distribution ofcopies of manuals (something the club isallowed to do.) This may in time lead tomore new members as we can offerservices along both of these lines. Thiscan only be done if we get the support ofthe members.r e N o t e s M A G A Z i N e155

c o M M i t t e e A N D c l u b N e W sWould you like to help???Running the Club relies on a smallnumber of unpaid people but there arevarious ways in which you can beinvolved either to offer support orsimplify the job of the Committee. Youdon’t need to join the Committee orcommit to substantial time inputs, thereare simple ways to show your support.• Pay your subscription by standing order,this saves time and postage• Keep an eye on the renewal date foryour subscription and send a cheque orpay on line at Paypal• Encourage your friends to join the ClubCommittee. The amount of work is notenormous and it can be fun.• You could either arrange the Club’sattendance at a show or help someone elsewho is organising it or just turn up!Treasurer’s ReportAs we approach the financial year end forthe Club which is 28th February 2010 it ispossible to assess the Club’s position incomparison to last year. As you will know,we have endeavoured to contain costswhilst increasing membership andattracting additional income fromadvertisers both on the web and in themagazine.As you will see from my MembershipSecretary’s Report it took me some timeto catch up with sending out reminders,but this has been done. Unfortunately, atthe time of writing this report, towards theend of January, the associatedsubscriptions are still coming in and it isimpossible to predict how much income isstill to be collected. We are also owedsome money for advertising.During the year we have purchased somemore manuals and some special tools forwork on some of the earlier cars.However, it is clear that by the end ofFebruary the Club will have more funds inhand than at the start of the year byperhaps £1,000, although this is anestimate.MembershipReportSecretary’sFollowing on from my previous report, Ihave now caught up with the renewalreminders and am awaiting the associatedsubscriptions. Each year as I am sure youwill understand, some members decidenot to renew and there is therefore someuncertainty as to the current membershiptotal, but the current list before anyonedecides not to continue is 270.To see how the Club is attracting newmembers I have done a little work on thehistoric trends in new members joining,but this has been limited because I onlyhave records back to June 2007. Howeverif we look at the running twelve monthtotals, in the year to January 2009 we had35 new members and in the past twelvemonths we have had 45. If we look a littlemore closely, there was a quiet periodearly last year and since last July we havehad 41 new members which is anencouraging trend which will hopefully besustained.One thing which members could do tomake my job a little easier is if they couldkeep an eye on the renewal date shown ontheir membership cards which shows themonth when their subscription expires.This would reduce the amount of timetaken to monitor expiry dates and sendingreminders. This in turn would reduce ouroperating costs giving us money to spendon other items such as equipment forshows.• Write a piece for inclusion in Renotes.This could be about your ownership andexperiences of a Renault, a memorabletrip you have made, a show you visited orhow your re-build is progressingExpenditureIncomeMalcolm Bailey - Treasurer• We would like to re-start local groupswith, say quarterly meetings perhaps atlunchtime on a Sunday. Would you like tohost such a meeting? We can providedetails of all the members within a fiftymile radius of a particular location.• If you are feeling a little more bold wewould welcome your participation on the16 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

c l A s s i c A N D c o l l e c t o r sNicole - Papa? Au revoirA recent request was received by the clubfor a couple of cars. The first was aFloride in Scotland, easily solved. Whenthe photoshoot had to move to England(no Peugeot in Scotland) another wasquickly found.Clio Williams - 1 of only 500 BuiltSo you would think a request for a Clio Sfrom the first year of production (1990)would be relatively easy, after all it’s only20 years old. Or would it? Few clubs givecredit to these not quite modern, not quiteclassic cars and along with 19s, 18s,Twingos and other such era cars, there areperhaps only a small number of keenmotorists, or in some cases their ownershave no idea how rare their car is and theyjust scrap it.So it was perhaps not surprising to findthere probably are none left.To back this up, the DVLA was asked bythe BBC to reveal MOT data showingwhat percentage of cars built after 1973,at their first annual MOT presentation,passed or failed. (Some of the data is alittle inaccurate but it at least gives apicture of the number of cars on the roadin 2007)The data also showed what most cars failon. A quick tip for your next MOT is tocheck if all the bulbs work and that youhave tread on your tyres. This willprobably double the chance of a pass.Renault owners seem pretty poor when itcomes to checking these items.However on the data front we find thefollowing information (subject to possibleerror)ModelTotalAVANTIME 435CLIO 660,323ESPACE 42,834EXTRA 6,419FUEGO 45GRAND ESPACE 6,684GRAND SCENIC 5,941GTA 203KANGOO 68,871LAGUNA 236,609LAGUNA SPORT 4,286MASCOTT

c l A s s i cMy RenaultIhave been an enthusiast of Frenchcars every since I started work at aRenault dealers back in the mid 80s. Ihave had most models of 70s and 80sRenaults over the years.There has always been something aboutRenaults that sets them apart from othercars. The Renault 16 TX was always afavourite that I never got round toowning. At the end of last year I startedlooking for a new project after selling myPanhard 24bt.I decided it had to be a Renault. As therearen't that many pre 1973 Renaults forsale in the UK I started my search inFrance.I had brought and imported a few classicsfrom France previously and although withthe current exchange rate there are nobargains to be had, it is alwaysentertaining going on a road trip to collectan old car.I wasn't sure what to look for at first,There is an excellent French websitecalled leboncoin.fr which I have used forsome years now so my search startedthere. It really is an excellent site withhundreds of cars added daily.My priority was a tax exemptcar pre 1973 and it had to besomething unusual.I didn't take long for me tofind out about the Frégaterange as there are quite a fewadvertised and the prices arereasonable for restorationprojects. I soon decided that aFrégate was what I wanted.My French is not the best inthe world so with the help ofan online translator I sentemails to every Frégate ownerwho had his car for sale. Mostnever replied I am sure theythought me mad wanting to travelhundreds of miles to buy their rusty oldRenault.Finally I had a reply from a Frederickwho lives near Niort in central France. Hewas selling his grandfathers Frégatedomain. It looked reasonable in thepictures and at 700 euro was in mybudget. We exchanged a few emails and itseemed a reasonable car owned by hisgrandfather since the early sixties. Wearranged that I would come over and buythe car and the next week I was on myway with a big trailer to collect it. It tookall day to drive down to Niort and myhotel for the evening.One thing soon became clear the Frenchare not late night people I got there ataround 8 in the evening and everythingwas closed so I had to resort to a petrolstation sandwich. The next morningFrederick arrived to take me to see mynew purchase. We drove out into thecountryside, the roads getting smaller andsmaller until we turned on to a dirt trackdown to his barn. The barn was situated inthe middle of a wood. It turned out thathis father was something of a collector. Ihave never seen so many fire engines inone place before. He insisted on showingme around his collection before I got thefirst glimpse of my Domaine.Upon seeing the car my first impressionwas the rust. It does have a lot of surfacerust all over it and was looking very sorryfor itself. On closer examination it turnedout to be in amazing condition underneathwith only a very small area of rust in oneoutrigger. So that was it the deal wasdone. I just had to have it.We soon got it loaded on my trailer withthe help of one of his many tractors(another one of his passions) I was alsooffered a spare engine for it but as the carwas on my trailers weight limit I declined.After one last look round and having topromise to send pictures of the car when itis finished, I was on my way home. I hadno problems importing the car thecustoms officers at Euro tunnel didn'teven want to look at it.Now the car is sitting in my workshopslowly being restored. I soon found outthat the engine in the car was seized solid.This was not a good sign and I waswishing I had brought that spare engineback with me. I then found an amazingcompany that would collect my spareengine from France and deliver it for just£80. Frederick was more than happy forme to have the engine collected so all iswell now.The engine is now being checked overwith new gaskets and should be fittedwithin the next week or so. Hopefully itwill then move under its own steam forthe first time in over 30 years. I am stillthinking about what to do with thebodywork I might evenleave it as it is with just acoat of lacquer to keep therust at bay.It will need a full brakeoverhaul and the electricssorted for the UK buthopefully it will be on theroad again sometime thisyear, other projectspermitting, since I havenow brought anotherRenault rarity to restore inthe form of a Renault extrapick up! But more aboutthat another day.Martin Aldridge18 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

c l A s s i cMy RenaultAbout 5 years ago, I was luckyenough to be given a 19554CV. This car used to belong toRenault and was an Acton builtFerlec variety.Initially, it was only possible to store thecar, although it was in a fair condition,having been only owned by its originalowner, who, when she no longer needed itgave it back to Renault. Theysubsequently moved it on with some othercars during a clear out.The only proviso was that it should berebuilt. This seems fairly obvious but withFrench 4CVs, it is easier to either importone from France and use that as a donoror just buy a French one and run that.In this case it had to be rebuilt, that meansrepairs to wings, inner panels, front ends.In fact pretty much the only “new items”turned out to be those made from rubber -which had rotted and the carpets andheadlining - moths.A few nuts and bolts and the odd bearingand piston ring were needed butsubstantially this is the original car.One possible change made was that thecolour now matches the colour on itsmanufacturing record. We know the carwas resprayed in it’s life a metallic blueas there is evidence of overspray and thispaint is peeling off revealing the coloursunderneath. However the colour name onthe books comes in metallic and flat andit’s hard to know which one is correctuntil areas behind panels are looked at.All we know is the metallic blue on it isfrom the 80s.I aim to spread this article over a numberof Renotes, starting with some of theproblem areas found and some of theunique items on it. We were lucky toobtain the Ferlec Repair Manual for thecar from the Automobile Association whosold it from their Library (an original1955 one), the Factory Workshop Manualand the Owners Manual together withsome advanced technical notes that werealso released.The Ferlec is basically an electric clutch.In itself it is fairly simple as it acts muchas an electric clutch slave cylinder fittedinside the plates and works with thestandard box and engine.It has switches, so as you depress theaccelerator, it comes in gently and alsohas switches to disconnect it when thegear lever is depressed, when you liftcompletely off the accelerator and whilststarting.The main feature is a control box in theengine bay connected to the acceleratorlinkage.Most of the car has surface rust on,including much of the interior metalwork, however some parts were moreserious than others.Inside, the rear wings, particularly on theseam between where the wing bolts to thebodyshell, had rotted through in a coupleof areas. This is particularly important asthere is a row of captive nuts here thathold the wings in place. This area had tobe replaced and the nuts re-fitted in thecorrect positions.Round the underside of the front end (themoustache) there was some rust to theouter panel. However this can be removedas a whole section and repaired. This ishelped by being able to get to thebackside (this shows the outer panelremoved.)Whilst stripping, each area of the car wasgrouped together into boxes related totheir area so that it is easy to locate whatgoes where. In addition, lots of photos(some of which at the time may seempointless) can help find exactly whichroute a wire took. To be continued....Alasdair Worsleyr e N o t e s M A G A Z i N e195

M o D e r NSmarks the spot for new specialedition ClioRenaultsport fans now have even morechoice from the Renault range with thelaunch of the new Clio ‘S’.Available to order now, the Clio ‘S’ bringsthe sporty look and feel to the core of theClio line-up by offering sports styling atan affordable price.Community members will instantly noticehow the new three-door versions harkback to the original successful Clio‘S’ formula from the early 90s withtheir trademark white 16-inch‘Polar’ alloy wheels.Among the other cosmetic changes,are a white front bumper insert andwhite ‘GT’ rear spoiler, while to thesides and roof, eye-catching whitestripes with an ‘S’ incorporated intoeach band are a must-have optionalextra. Completing the look are extratinted rear windows and tailgate fora truly contemporary feel.Move inside and the sporty themecontinues with a bespoke interiorincluding ‘S’ embossed upholstery, leathersteering wheel and striking white centreconsole, dashboard inserts and instrumentdials.Under the bonnet is a choice of threeresponsive yet frugal engines, 1.2 16V 75,1.2 TCe 100 and 1.5 dCi 86, all of whichmeet Renault’s eco2 criteria.To finish off, customers have a choice offour modern colours: Glacier White, PearlBlack, Capsicum Red and Extreme Blue.Pricing for the new Clio ‘S’ versionsstarts at £11,209Renaultsport has expanded itscomprehensive range ofcompetition cars with thelaunch of Twingo RenaultsportR1 and Twingo Renaultsport R2.Following in the same spirit as cars suchas the R8 Gordini, the 5 GT Turbo and thegroup N Clio Renaultsport Williams, thetwo new entry-level models – based onthe feisty road-going Twingo Renaultsport133 – have been specially designed fordrivers looking for a modern, affordableand reliable rally car.With power boosted to 160hp, 27hp morethan the standard production car, TwingoRenaultsport R2 offers first-classperformance and handling. The increased1.6-litre engine is matched to a five-speed‘dog’ sequential gearbox and steeringcolumn mounted shift lever – generatingmaximum torque of 160Nm at 5,500rpmand giving it a wider power band.Meanwhile the responsive, balancedchassis has been specially prepared tooffer excellent reliability and enhancedperformance levels whilst keepingservicing costs competitive. In addition tostrengthening certain components, TwingoRenaultsport R2 is fitted with bump- andrebound-adjustable shock absorbers,allowing it to be set up for differingterrains and driving styles.Twingo Renaultsport R1 on the other handis effectively R2’s little brother. Able totake part in all regional, national andinternational rallies, the R1 is aproduction car fitted with essential safetyequipment allowing drivers with verylimited budgets the opportunity to getinvolved. It’s also the first to be awardedFIA homologation and makesRenaultsport Technologies the firstmanufacturer to offer a complete range ofGroup R cars, from Twingo RenaultsportR1 to Clio Renaultsport R3 Maxi.Twingo Renaultsport R2 comes in theform of a motorsport kit featuring all therequired parts (except for tyres). Kits goon sale in early April 2010 at the price of27,990€ excluding tax.Renaultsport has received one ofthe motoring industry’s tophonours after being chosen asTop Gear magazine’sManufacturer of the Year.With 2009 seeing the introduction of theTwingo Renaultsport 133 Cup, the newClio Renaultsport 200 and the stunningMégane Renaultsport 250 it’s littlewonder the hot hatch specialistpicked up the award as Top GearEditor Conor McNicholasexplains, “Renaultsport has beenimpressing us for years but 2009was the year where the wholeproject hit a new sweet spot –Twingo, Clio and Mégane all outin hot form and all of them at theirbest ever. For services to hothatches, we salute you!"The awards are now in their 10thyear and are a global recognitionby the TV, magazine and onlineteams of the best products from thelast 12 months of the motoring world.Remi Deconinck, Managing Director ofRenault Sport Technologies, added: “Thewhole team at Renaultsport are honouredto receive this award. We like to thinkthat Renaultsport and Top Gear sharesome fundamental values: accessible,enthusiastic and professional and with awell-developed sense of fun. Above all,we share a passion for cars and driving.”New Mégane Coupe CabrioletThe 2010 Geneva Motor Show will seeRenault extend the New Mégane line-upwith the addition of a sixth model, theCoupé-Cabriolet. The newcomer will bepremiered in Switzerland on the 2 March,as well as at L’Atelier Renault on theChamps Elysées in Paris, on the 5 March.The New Mégane Coupé-Cabriolet's20 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

M o D e r Nhead-turning looks combine the eleganceof a coupé with the enjoyment of wind-inthe-hairmotoring thanks to its foldawayglass roof.Ambitious New Master VanAll-new flagship Master range pioneersbrand’s new aggressive van designstyling, with prominent grille andheadlightsKeenly priced front-wheel drive modelscheaper than outgoing range. *Initiallaunch models priced from £20,795 to£26,645 (front-wheel drive: panel van andCrew van) and £27,245 to £29,945 (rearwheeldrive panel van). Basic Pricesquoted exclude VAT and OTR chargesNew RWD models take New Master up to4.5t GVW. FWD versions 2.8 to 3.5tFour body lengths and three heights: morethan 300 versions overallNew 2.3-litre dCi engine available withthree power outputs: 100, 125 and 150hpBetter to drive, reduced running costs,improved emissions, and best fueleconomy in FWD class, with range of upto 870 miles on single tank. Three keyaims during product development:robustness, reliability and functionality* Class-leading cabin stowage andequipment levels including: radio CDMP3 with Bluetooth (excluding Freeway),full steel bulkhead, swivelling seatbacktable and Carminat TomTom satellitenavigation (excluding entry-levelFreeway)* Range of new options: air suspension,climate control, fixed cornering lights,dual split underseat storage, hands freecard, lateral airbags, rear view camera* New Master details available atwww.renault-vu.com* Available to order from tomorrow andofficial UK launch on 9th AprilAfter a successful career spanning 12years and more than one million unitssold in 45 markets worldwide, Renault’sNew Master range is available to order inthe UK from tomorrow ahead of itslaunch on 9th April.The first wave of versions, from morethan 350 which will ultimately becomeavailable over the course of the next 12months (depending on market), consistsof front-wheel drive Panel and Crew Vanspriced from £20,795 (excluding VAT andon-the-road charges), up to £29,945 fornew rear-wheel drive versions.The three key alterations with the NewMaster range from the outset are thecheaper pricing for front-wheel driveversions, the launch of a complete rearwheeldrive range up to 4.5 tonne andprominent, assertive front end stylingwhich will be carried over to otherRenault van models.On the inside, the cab offers the market'smost comprehensive range of practicalstowage solutions. Shaped around thespecific requirements of business usersand the equipment they need for theireveryday work, these solutions are bothuser-friendly and perfectly integrated.New Master aims to become the segment'sbenchmark for comfort thanks to acomplete reappraisal of the drivingposition and controls, enhanced visibilityand the availability of a raft of comfortenhancingfeatures normally associatedwith passenger cars.With an average fueleconomy gain over thecurrent Master range of1 litre/100km, thefront-wheel driveversions of the newmodel return classleadingcombined-cyclefuel consumption aslow as 33 mpg(equivalent to 187gCO2/km). Runningcosts have also been slashed comparedwith the previous model and figure amongthe market's lowest.The new rear-wheel drive versions featurea monocoque construction for improvedon-road performance and extra payload.The range has been extended to include anadditional length option (L4, a longwheelbase with extended rear overhang,offering a load capacity of up to 17m3).Also new are 3.5 and 4.5 tonne versionswith twin rear wheels, givingcoachbuilders even greater scope forconversions.New Master is powered by the new 2.3-litre dCi engine which has beenengineered to meet the specificrequirements of commercial vehicle users.The range includes three power outputs:100, 125 and 150hp, and is identical forboth the front-wheel drive (transversallymounted)and rear-wheel drive versions(longitudinal).New Master will be manufactured atRenault's plant in Batilly, France.Breaking News!!!!One of the concept cars mentioned on theclubs discs is now to be launched at theGeneva Motorshow. Called The Wind,here is a sneak preview.r e N o t e s M A G A Z i N e215

M o D e r NMy Renaultthe big secret to the Espace – all the spaceis inside. No need to mentally allow 4feet for the bonnet you can not quite see.It is inside and called a dashboard. Noneed to allow for the boot, it is inside. Infact, visibility is fantastic and whilst it isnot blessed with any safety features of amodern car (no ABS, airbags orelectronics to interfere), it does have 302degree visibility according to the Renaultlaunch literature.Iam a long term Renault fan and haveowned a 20 for many many years.However I had always also had ahankering for an early Espace. Why?Well it represented the start of a new game,a completely revolutionary car that wasvery efficient in many ways, taking up lessroad space than a large saloon but able totransport in comfort, almost luxury in itsday, 7 people. The versatility was unheardof back then and Renault had the game allto themselves whilst many manufacturersscrambled to catch up. Peugeot had beenoffered the design first by Matra but haddeclined and I bet they kicked themselvesfor that decision.My Espace appeared for sale in theubiquitous eBay back in July 2009. I hadrecently negotiated my way out of acompany car scheme and was enjoyingthe idea of buying a car, so I bid on it andowned it at the end. What set this oneapart from the other Espaces availablewas its specification, age and condition.It was described as immaculate and withan excellent interior and exterior. I reallywanted a Phase 1 car with the flat panelfront, but this one had been owned byRenault UK since 2004 and had beenrestored for them for show use tocelebrate the 20th anniversary of theEspace. The story told to me by oneRenault person is that someone wastasked to get a Mark 1 car which was rareThe photo here is reproducedcourtesy of Goodwood’s archives.even back in 2004, and they found thisone by the simple expedient of seeing iton the road and following it until itstopped and making the owner and offerthey couldn’t refuse. Nice story but so farI have been unable to corroborate it.So I enlisted a friend and went to theMidlands to collect it. EBay is of coursea risky place to buy a car that is unseenand so I was pleased to see a car thatroughly matched the description. Indeedit was in excellent condition and camewith a monumental pile of invoices toRenault UK totalling over £13500 for therestoration and detailing where the carhad gone for display and drivingexperiences. The paintwork gleamed, theinterior was in very clean condition withminimal signs of use. I paid my moneyand drove it home. At this point I shoulddescribe the driving experience. Firstlyonce you have climbed in, you find thatthe car inside is far far bigger than the caroutside. The windscreen is huge, milesout of reach and looking backwards thereis a large number of seats and a tailgate inthe distance. This is odd as you know thatthe car is shorter than a Renault 21 andreally no bigger than today’s Audi A4.Driving it for the first time was fine, untilit came to parking. I found a space, drewin nose first and got absolutely as close asI dared to the car in front. I got out anddiscovered I was still 2 feet away. That isHaving got it home and explained to mywife just why I had bought yet another carand one that looked like that, I inspectedit properly. It is the 2000-1 specificationwhich was the top specification of thetime. Standard specification included thelovely 4x20W double height radio withremote control and display. It includedtwin moon roofs with blinds and these letin a lovely amount of light, a 1980ssolution to today’s panoramic rooffashion. It has the swivelling front chairsso they can be turned to face the back soyou can use the car as seating for 4 with amiddle table. In addition to the standardspecification, the first owner specified the7 seats (5 were standard) and 3 pointstatic seat belts in the rear in place of thestandard fit inertia reel lap belts. This is ahuge step forward and whilst they are anutter pain, they are safer and with 2 youngchildren, they allow me to fit child seatsmuch more safely. A more thoroughinspection revealed that in spite of havinghad £13500 spent on it, there was work todo….So, why had Renault bought it in the firstplace. The Espace was celebrating 20years of production (1984-2004) and therewas to be a series of exhibitions andmagazine tests. First of all the car wasdisplayed at Goodwood Festival of Speed.Next the car went to Top Gear. For allthose of you thinking I now own aconvertible Renault Espace, no it was not© BBC22 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

M o D e r Nthat one.Nor was it one of the ones in the MPVrace, however it was the one in the studioat the end of the MPV racing when theyare talking around a car.© BBCIt then went on to do a display tocelebrate Ellen MacArthur’s round theworld solo sailing and from there it wentin early mid 2005 to Auto Express for aRoad Test and to What MPV and 4x4 for areview. Unfortunately I have neither ofthe articles, but if you happen to havethem I would be very grateful to get holdof a copy. Then Renault put it back intheir shed and left it there. It came out acouple of times for MOT and eventuallyin 2009 they sold it internally and thatperson advertised it on eBay.£13500 is a lot of money to spendrestoring a car. What on earth was left todo? It had clearly been restored for thepurpose they needed it for. The primaryfocus was on display and the paintwork isa nice job, even if they have not taken outas many items as they should have priorto spraying it, who on earth leaves thedoor locks in the car and masks them(badly). They spent time and moneyreplacing and swapping parts on theinterior from other ones, suggesting thatthey bought a few to make a good one.The paperwork alludes to registrationnumbers of other cars, but just the 3letters only. They do not match the onesthat did go racing on Top Gear. They hadswapped steering wheels with another onebut it was the incorrect wheel, beingplastic and not leather (replacement foundfor 99p on eBay). The sharper eyed onesamongst you will note the incorrect badgepositioning and lack of twin pinstripedown the side.Mechanically much work had beencarried out, but they had replaced certainbits with temporary items and promptlyfailed when I started driving it such as anexhaust held on by cable ties and a plastichouse plumbing 90 degree bend in thecooling system where a hose had split,main battery held in by…nothing, nice ona plastic car! At this point I had someincredible luck. My local Renault dealeris SMC in Weybridge. I popped in to getthe exhaust mount (£6.68) and met a chapcalled Dave in parts.Dave also is a Renault enthusiast and veryhelpful when trying to source parts for theolder cars. Dave told me that he knew ofanother one like mine that was going forscrappage and as I am also in the MotorTrade I knew the dealer so I popped overand there in the compound was a down atheel 2000-1 in the same colour and withthe same interior.Being a scrappage car I had to leave someof it, but we stripped as much as we couldpossibly take, including many electroniccomponents, seats that were in amazingcondition, dash items, switchgear, onedoor trim that was undamaged, a brandnew master cylinder that had been fittedto get it through the Mot that is arequirement of scrappage, battery clampand so on. My wife was being tolerant asparts kept arriving from this other car anddisappearing into the loft!So, I have found one of the nicer RenaultEspace Mark 1s left in the country,possibly the best but who knows? Whatnow? The plan is to use and improve it.The Espace is an ideal classic forsomeone like me, it has a galvanisedchassis structure and a polymer body.This makes it about as corrosion resistantas it gets and so it can live outside whichis handy as the garage contains theRenault 20 – you try finding parts for thatone!!! It is a hugely practical family car,versatile and unusual, yet has halfsensible parts availability as it sharesmany mechanical components with otherRenaults. I drive it daily and I am luckyenough to have facilities at work and(willing?) technicians who can keep it intop condition.I still have a number of items to sort andsource. If anyone has one of the originalradios that works reliably on all 4channels that would be great. Minechooses the number of outputs accordingto how hard the last bump was! I need togo through the electrics carefully as it hassome strange issues with the interior fan,and I need to make all the interior lightsand dash lights work. I am also going toremove the badges and have them fittedcorrectly to the rear quarters and thenhave the stripes applied once I canestablish what colour they should be.Before next summer the cooling systemwill need to be investigated as it isborderline in winter with the veryeffective fan coming on far too often.Hopefully you will see it this year at oneor two shows. If I manage to get the 20finished in time then I hope to bring both,with the Espace towing the 20, but thatdepends upon finding the parts I need forthe 20 first.Michael Wrigleyr e N o t e s M A G A Z i N e235

l i F e s t y l e r e N A u ltGive your car a springtime treat.We can supply genuine service parts for allRenaults from an 8 to the latest Megane IIIat big (up to 40% on some plugs & filters)discounts from a dealer who really caresabout your Renault whatever its age.SPECIAL OFFERTrafic low roof LWB roof rack,one only, rrp £550 yours foronly(buyer collects)£395Official agents forApache quad bikes01293 82650024 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

A l ly e t o r e i M sFor the Reims Rally we have the opportunity to get some special merchandise for the shop. These can be orderd on line on a specialpage or via Mike Fawke. Because they are limited runs and made to order, the aim is to batch them together. For this reason they maytake up to 28 days to come. We plan to close the acceptance of orders on the 21st or March and order everything we need together andthen post it all out, or if you prefer it can be collected on the Saturday morning of the rally and save the postage. Please remember youwill all get a goodie bag that includes a magnetic plaque for the car, a Renault book for ech car and a complimentary DVD.Short Sleeved T-Shirt. Large Rallye to Reims badge onthe front.£9.00 + £1.50 P&PAdd £1.50 for Ash Grey T-ShirtShort Sleeved T-Shirt. Small Rallye to Reims badge onthe front and Renault Owners Club Logo on the rear.£10.00 + £1.50 P&PAdd £1.50 for Ash Grey T-ShirtWhite Base Ball Cap with Rallye to Reims Logo on thefront£8.00 + £1.50 P&PBall Point Pen with Rallye to Reims Logo on the barrel£1.00 + £0.75 P&PGB stickers (self adhesive or magnetic) for £4.50 inc p&pFluorescent European Requirement Tabards (M or L) for £5.99inc p&pr e N o t e s M A G A Z i N e255

M o t o r s p o rtThe fault was traced to the coil which wasnot giving out a spark. I went to the localfactors and got a new one but it didn’twork as it needed a ballast resistor. I gotanother one which also didn’t work. Irang Lifestyle Renault who said theycould get a proper Renault one – in threedays, Zut alors!The magazine shoot had to go ahead and Ididn’t want to let them down so havingchecked that they could cope with a staticcar arranged with a friend to have my cardelivered to Brand hatch the next day on acar transporter.Being the proud owner of one ofthe last surviving original 5Gordinis, I was asked if I wouldmake my car available for aphotoshoot for “Classics MonthlyMagazine”.The brief was to compare three 80s hothatches and the writer had chosen to usesome of the rarer models available andignore the obvious such as the VW GTI.Accordingly, my 5G, a Ford FiestaSupersport and a Vauxhall Nova Sportwere all summoned to Brands Hatch racecircuit in Kent on a cold Novembermorning.The results of the day were published inthe February 2010 edition, out on January13th, and a very nice feature it was,however, all was not as plain sailing as itlookedThe week before the shoot had beenterrible with rain and more rain. I hadintended to get the car out of the garagethe day before to give it a good clean andpolish. Imagine my horror then when itwouldn’t start, having been used almostdaily for the past few months.I was the first to arrive and unloaded thecar in the car park. The Fiesta arrivedshortly afterwards looking immaculate inthe morning sunshine. The Nova was lastto arrive, also on a low loader but this wasbecause it was in even better condition –the underneath was cleaner than most carsare when they are new. It had apparentlynot been driven on a wet road for years. Isthat what cars are for? Not mine (whenit’s running).My car was placed in position with a bitof help from the other owners and theythen moved everything around it. Theshoot took a couple of hours as whatseemed like hundreds of photos weretaken from all sorts of angles with andwithout flash guns and sun shades.There was a BMW track day going on aswell and it was funny to see theseexpensive and very powerful cars slowdown and stop to look at three old carswith probably fewer horsepower betweenthem.26 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

M o t o r s p o rtNow in its 10th year, the Top Gear awardsare a global recognition by the TV,magazine and online teams of the bestfrom the last 12 months of the motoringworld.The final part of the shoot should havebeen a rolling shoot and we did notdisappoint. My car wastowed to the other side of the car parkwhere there is a long slope down towardsthe paddocks. The cars were lined up andmine was pushed off with the othersfollowing. The cameraman was down onthe ground holding the camera at an anglewhich had the effect that we weretravelling on a flat road. Lastly we did thehill again and cornered sharply at thebottom for an action shot. I may be biasedbut it was agreed that the Renault lookedthe more aggressive in the corner despiteelectronic ignition. The car startsbeautifully now so all is well that endswell as they say.Mike FawkeRenaultsport has been chosen asTop Gear magazine’sManufacturer of the Year. Avintage year for theperformance subsidiary of Renault, 2009has seen the introduction of the newpocket rocket Twingo Renaultsport 133Cup, the new Clio Renaultsport 200 andthe imminent arrival on UK shores of thestunning Mégane Renaultsport 250.Conor McNicholas, Editor of Top Gear,said, “Renaultsport has been impressingus for years but 2009 was the year wherethe whole project hit a new sweet spot –Twingo, Clio and Mégane all out in hotform and all of them at their best ever. Forservices to hot hatches, we salute you"Remi Deconinck, Managing Director ofRenault Sport Technologies, said, “Thewhole team at Renaultsport are honouredto receive this award. We like to thinkthat Renaultsport and Top Gear sharesome fundamental values: accessible,enthusiastic and professional and with awell-developed sense of fun. Above all,we share a passion for cars and driving.”Renault Sport Technologies is asubsidiary of the Renault group.The 2009 Renaultsport range comprises:Twingo Renaultsport 133 – the entry-levelto the passion of Renaultsport. Withdiminutive size and weight, the 133hpnaturally aspirated engine provides plentyof thrills.Clio Renaultsport 200 – the hot hatch thathas punched well above its weight invarious performance car of the years testsin 2009.Mégane Renaultsport 250 – universallypraised from the international launch, hothatch enthusiasts are eagerly awaiting thearrival on UK shores of both the 250 Cupand 250 in January.not having the engine running.After a long and cold day it was time forhome, and a bit cheeky maybe, but I havepaid them for years without calling them,the AA were summoned for a relayrecovery. The mechanic even agreed thediagnosis that the coil was faulty!As a postscript, when the supposedcorrect coil arrived from France, completewith ballast resistor, the spark was stillnot right, in fact the coil started smokingafter a few minutes of trying to start theengine. In the end I had to sacrificeoriginality for practicality and fitr e N o t e s M A G A Z i N e275

o o K r e p o rtAu coin du livre(The Book Nook, where you can read about the bestbooks on Renault)In this edition, there are two newbooks for members to consider andthe first of these is Mon Albumphoto by Jean Ragnotti (ISBN =2.910434.16.8), published in September2009 by ‘L’Autodrome Éditions for E29.This square format, self-laminatedhardcover tome, with plenty of photographs(both b & w as well as colour) illustratesthe author’s career and the pictures aremostly accompanied by short, French (buteasy-to-translate) captions. There is nogeneral text.RENOTES normally reviews books,which are essentially about Renault. Thisvolume includes photographs of Opels,Lancias and bicycles, but, as any Renaultenthusiast knows, not only has ‘Jeannot’spent most of his motorsport careerbehind the steering wheel of a Renault, anAlpine or a (Renault-based) Jidé, he hasworked tirelessly since his ‘retirement’with Renault’s Histoire & Collectiondivision, publicising our favouritemarque. He has done this by delightingaudiences all over Europe with his tyresmokingacrobatics in a wide selection ofRenaults, particularly in Renault 5Turbos. Thus there is a legitimate excuseto review this book and, moreover, torecommend it to any Renault enthusiast,solely on the basis that it contains a raft ofRenault photographs.Some Clubmen may be unaware that oneof the Renaultsport Clio iterations (inelectric blue, of course) bore Ragnotti’sname (in the same way that the U.K.‘Raider’ edition of the 5GT Turbo wassold in France as the ‘Oreille’ after AlainOreille’s exploits with that model) and,indeed, ‘Jeannot’ retains a RenaultsportClio ‘Ragnotti’ as his everyday personaltransport. There is an abundance ofphotographs with this extrovert rallyingcars at impossible angles, with numerous‘oopsy’ shots, as well as a double spreadof his ‘larking around’ frames (he is wellknownfor his japes), which will put agreat big smile on any reader’s face.Your reviewer does have a personalreservation about this book, which is thefault neither of the author nor of thepublisher. Recently introduced Europeanlegislation has proscribed tobaccoadvertising/sponsorship, but themeddlesome, liberal, do-gooderbureaucrats responsible for such anapparently sensible act have also requiredthat this law (the Evin Law in France)applies not only to the here and now andto the future, but also to the past. Thus,any period tobacco advertisingreappearing as illustrations in newliterature has to be ‘edited out’ of historicpictures, which renders some of thisbook’s pictures anodyne, with greatswathes of yesteryear ’s tobaccoadvertising on vehicles and even on thepublicity banners in the background beingreplaced with nothingness. Mad or what ?This compulsory ‘editing’ of yesteryears’true history, which will influenceabsolutely nobody and change absolutelynothing, does, in actual fact, misrepresenthistory and this is exactly the samerewriting of our past, which‘democracies’ found/find so repugnant inHitlerian, Stalinist, Husseinian and inother totalitarian regimes. Yet again, thisis another example of the totally out ofcontrol PC, which is anaesthetising oursociety and fuelling the general public’sdespair and disgust with current politicsand politicians and, moreover, it ispossibly the thin edge of the wedge forother more sinister politicalindoctrination, against which objectionsshould be voiced immediately. (End ofpolitical rant !)By its very nature, this is a photographicalbum for dipping into, rather than forperusing non-stop from cover to cover,but whatever the choice, this is a greatread. A possible difficulty will belocating a copy, but try Chaters or theinternet.The second book under review is‘Les Renault de Collection’(ISBN 2 8510 714 2) edited byPatrick Lesueur and publishedearly in March 2009 by Éditions EPA, nowa division of Hachette. This roughlysquare, 256-page softback is one of analready eight volume ‘de collection’ seriesof compilations from earlier EPA orHachette automotive titles and, regrettably,errors, which were probably perpetrated inthose original works, have not been28 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

o o K r e p o rtcorrected here.For example, a section devoted to theoriginal Renault 5 offers a ghosted sideview of the vehicle with the engine(correctly) located longitudinally and yetthe caption tells the reader that the powerunit is transversely mounted. The sectionon the rare convertible and coupé versionsof the Renault Frégate totally ignores theearliest of them all, by Pichon & Parat,and, in another section, there is nomention of the final series Rallye (R-1093) Dauphines being fitted with discbrakes. The section on the FrégateAmirale quotes different engine poweroutputs in adjacent text and the occasionalbut irritating hyphens in the middle ofnon-hyphenated words throughout the textbetrays the re-arrangement of the originaltext to fit the present format, which proofreading has not eliminated.Notwithstanding such shortcomings, let usdwell on the good things about this book.There are 71 separate ‘chapters,’ eachdealing with a particular model, amongstwhich are 26 pre-WW2 ones, thuswidening the appeal of the book.Generally the French text is excellent andinformative and includes comments onvalue (somewhat out of date !) and thephotographic illustrations are very good.Interesting ‘boxed’ data pops upthroughout the text, but the ghosted andcaptioned drawings of the chosen modelsare no more than adequate. Rememberthat these are ‘voitures de collection,’ sodo not be surprised that the most modernoffering is the Phase 1 Renault Clio of theearly Nineties !Whilst not really a bookreview, the club has startedto convert the past editionsof Renotes into PDF. Wealready have 2002 and 2003 on the websiteand all of 2009 have been converted. Someare still available as paper back copies aswell (contact The Editor or Malcolm fordetails).The aim eventually is to have 2002 to dateavailable on the website to download andon disc you can purchase unless it is stillavailable via paper copies where thesewill be available to buy. I have added alist as part of the shop to show what isavailable.In addition, we have started to scan in themagazines from the very start. 1952 -1962 are already done (bear in mind thisis 60 year old paper and needs treatingwith care) and I am currently working on1963 and 1964.Alongside this is the addition of the newmanuals we mentioned earlier.Alasdair WorsleyThe book has the undoubtedly attractiveprice of E18, due to its being acompilation of other works (one of thecontemporary advantages of digitallystored text) and the photographicillustrations are varied and a joy tobehold. For us rosbifs, the maindrawback is the considerable French text,which is not a total turn-off, but,additionally, the book will probably notbe found on any UK bookseller’s shelves.Again, start with Chaters or get on theinternet.HM-W.r e N o t e s M A G A Z i N e295

H e r i tA G eRENAULT 75 YEARS AGOCompared to last year, Renault’sproduction moves slightly aheadto top 58,000 vehicles and itswide model range continues toinclude the Celtaquatre, the Monaquatre,the Primaquatre, the Vivaquatre and its deluxe variant, the Vivastella, as well as itssporting version, the Vivasport, and itssuper-sports variant, the Viva Grand Sport.The Nervastella and its sporting version,the Nervasport and the Nerva GrandSport, the crème de la crème, top outRenault’s range for this season.Whilst the workforce grows to slightlyover 30,000 employees, the company’srevenue remains almost static atFRF1,236.4m., with both the gross andthe net profit weakening to FRF21.6m andFRF6.4mrespectively.CeltaquatreOngoing consolidation of the Île deSeguin’s land mass increases the factory’ssurface area, so that railcar production canbe relocated thither and a rearrangementof car production layout enables thisoperation to become more efficient.Renault agents’ breakdown service isstandardised on distinctive bright redvehicles (Renaults, of course) and Renaultmakes plans for an entry level vehicle, theCeltaquatre Standard, in order to fightagainst the pressure on consumers’spending power, resulting from thecontinuing depression.The government hints that Renault shouldtake over the bankrupt Citroën company, amove to which ‘King’ Louis is averse inany case, but such a step is opposed bythe banks. This external oppositionsomehow earns Billancourt’s boss furtherodium, as many working class people feelthat he should have bailed out the Javelfirm. It’s a no-win situation for Renaultand, in the event, Michelin, beingCitroën’s major creditor, steps in to takeover the ailing automaker. In November,Renault founds a new company, Renault-Aviation, in order to split up orders foraeroplanes between Renault and CaudronAviation.On the competition scene, a RenaultNervasport wins both the Rallye MonteCarlo and the Liège-Rome-Liège Rally. ARenault Celtaquatre wins the Paris-St.Raphaël Rally for ladies and, in the air,several world speed records fall toCaudron aircraft, which are powered byRenault aero engines.In France, it is a gloomy year for the carindustry. To start with, there is the deathof André Citroën, around whom a mythnow begins to build up. His company isnot the only one to suffer, because otherwell-known names, such as Bugatti,Amilcar, Delage, Motobloc, Donnet,Chenard & Walker and Delaugère havealso fallen on hard times. Moreover, thelarge foreign car companies are desperateto do business anywhere and some ofthem infiltrate the market via alliances,the latest being Fiat with Simca, to followlast year ’s tie-up between Ford andMathis.The state intervenes to support the homeautomotive industry by increasing exportsubsidies to 1.9 francs per kilo (it was 1.5francs last year) and by abolishing luxurytax, so that motorists pay a single car taxof 4.3% for passenger cars and 2.75% forcommercial vehicles. As a probableriposte to the rapid construction ofautobahnen on the other bank of the riverRhine, it also authorises the first Frenchmotorway, which will stretch from Paristo Saint-Cloud. The CSCA, the Frenchautomobile industry’s association ofmanufacturers, sets up a new centraloffice in the rue de Presbourg, close to theArc de Triomphe.In the cinema, James Whale’s “The Brideof Frankenstein” and Frank Lloyd’s“Mutiny on the Bounty” are the box officehits. Jean Giradoux’ “There never was aTrojan War” is the book to read and, inmusic, George Gershwin’s “Porgy andBess” bursts upon the scene. In France,Frédéric and Irène Joliot-Curé win theNobel Prize for Chemistry and, in GreatBritain, radar becomes a reality.Contemporary events see anti-Fascistdemonstrations in France and, also, thecountry’s premier, Pierre Laval, is forcedto take deflationary measures. As aconsequence of a referendum, the Saarregion becomes German once more andrace rule rears its ugly head. In GreatBritain, Stanley Baldwin is returned topower. The League of Nationsimplements sanctions against Italy for itsinvasion of Ethiopia, Stakhanoviteprinciples are applied in the USSR andthe second New Deal is rolled out in theUnited States of America, all these eventsbeing symptomatic of a changing world,buffeted by serious financial and politicalpressures.This was Renault in 1935.HM-W.(This information has been assembledfrom literature within the RenaultOwners’ Club’s archives)1935 Renault Bus30 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

H e r i tA G e - c o N c e p t c A r sRENAULT CONCEPT CARSI have not seen the car since.Mégane Sport - GenevaRoy DodsworthExtra photos below from ROC DVD SetNepta concept car Paris 2006My hobby over the past 20years has been attendingmotor shows at Geneva,Brussels, Paris and Frankfurt.I think it only appeared at Paris as myrecords do not feature it at Geneva in2007.My first picture shows the car on aNepta concept car picture taken fromreflection in lighting above carMy particular interest is in concept cars.The Nepta was introduced at Paris in 2006- quite futuristic - LED headlights - carbonbodywork - 420 hp V6 engine, the presspack claims 62 mph in 4.9 seconds. Thecar was fitted with prototype Michelintyres.rotating stand with the passenger dooropen. I was pretty pleased with my 2ndpicture as it is shown in a reflection oflighting in the ceiling directly above thecar. I had to wait until the car in a'straight' position.r e N o t e s M A G A Z i N e315

W i D A o N l i N eLOOKING FOR DISCOUNT RENAULT PARTS ?Then you’ve just found your answer !!!www.widaonline.co.ukWe provide quality replacement parts from major European component companies,including many of the original parts suppliers to Renault Purflux - Air, Oil, Fuel and Cabin filters Valeo - Clutches, Lighting, Braking, Cooling & Wiping Dayco - Timing & auxillary belts TRW - Brake discs, Pads, Shoes & Cylinders. Marelli - Lighting, Pumps & Electrical. Delphi - Diesel filters & Diesel related products NGK - Spark plugs, Glow plugs & Lambda sensorsSpecialists in Pierburg EGR valvesGREAT PRICESWINDOW REGULATORSREAR DISC ASSEMBLIESSERVICE KITS1.6 16v COILSTIMING BELT KITSA FAMILY RUN BUSINESS FOR 26 YEARSEXTRA DISCOUNT FOR CLUB MEMBERS32 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

c l u b pA rt sCLUB PARTSWe plan to trial during 2010 a number of new ideas (some have been run in the past). So far we are looking into some cheapparts that have been left over at Renault Dealerships, some parts not purchased during Ebay auctions that were destined forscrap and the hiring or remanufacture of some tools. All these items will also be placed on the website as buy it now. If you areinterested in any of these items, please contact Mike Fawke or Alasdair Worsley (details on the inside front cover). Most ofthese parts are at cost of purchase + any fuel needed to move them plus a little for the club. They will be advertised solely tomembers for 3 months and then put up for general purchase. The purchase cost was paid for by a member who has paid forthem himself and offers them to the club. Any profit over the purchase price will go to the club. This profit will then hopefullybuy the next lot. Some items are collect only or possibly from the AGM.Renault 4CV, Floride, Caravelle, Renault 5, 5L, 5TL, Renault 12and others steering wheel removal tool. Remanufactured. Theseare initially only available in batches. We are looking at one offsbut the price may be high. New original ones were over £100.Renault 16 Parts - 1969 inlet manifold and carb (£25), glove box£10, dash instrument panel (£25), 3 wheels (£10), starter motor(£10), Chrome radiator centre piece £7.50, radiator (may needcore) £15.Renault 16 Parts - 1969 Full set of doors including tailgate £100Renault 16 Parts - Bar Type Roof Rack £20.00 + £8.00 PostageClio 1 (phase 1,2 & 3), Avantime, Espace, Extra & Safrane.Note Some Espaces and Avantimes are discs all round.Wheel Cylinder - 2 Included in Price.77 01 035 477 RH Drive £25.00 + £4.00 P&PBrake Pad Set 4 Renault 21 & 21 Savanna77 01 203 069 RH Drive£20.00 + £5.90 P&PPlus many other older model air,Clio 1.1L, Renault Extra, Super 5,fuel and oil filters on line (subjectRenault 9 & 11, Renault 19, Renaultto availability). Please note, some21 & 21 Savanna Petrol Air Filter.of these items are one off and once77 01 349 530sold will be removed. Please phoneRH Drive.to check availability before£3.00 plus £2.89 P&Pordering.Clio 1 (Phase 1,2 & 3), Extra, Renault 19, New Renault 5.Brake Pad Set (Drum 4 Shoes) 77 01 204 268 RH Drive£16.00 + £5.90 P&PClio 1.1L, Renault Extra, Super 5, Renault 9 & 11, Renault 19,Renault 21 & 21 Savanna Petrol Air Filter. 77 01 349 530RH Drive.£3.00 plus £2.89 P&Pr e N o t e s M A G A Z i N e335

c l A s s i F i e D sADVERTISERSPLEASE NOTESmall adverts in Renotes are free to membersadvertising their personal sales and wants (i.e.non-profitmaking).All other advertising is charged at thefollowing rates. All trade classifieds must bepre-paid.Classified (25 words) £101/4 PAGE (mono) £251/2 PAGE (mono) £45FULL PAGE (mono) £85Rates for colour advertising available onrequest.Cheques should be made payable to theRenOwners Club Limited and sent with theadvert to: Renotes, Mayhill House, LondonRoad, Addington, West Malling, Kent ME195AN.The ROC cannot warrant cars or partsadvertised in these columns.Forum and WebsitePlease remember the most up to dateadverts are found on the forum andWebsite (www.renaultownersclub.com)often these sell before they ever makeRenotes (often on the members site). Forexample a Floride recently went within aday of the advert appearing.For salerenault clio Williamsand the car is now surplus to familyrequirements. I would very much like thecar to go to a good home as I was aformer member of the ROC back in the1980s. I have had the car since June 2002.The car is a 1st Edition (car No. 102),year 01/01/94Engine 1998ccReg Number L912 DATMileage 55843 (24/01/2010)Taxed until 07/10MoT July 19th 2010FSH since my ownership in 2002Original car with no modifications.The rest of the body is in a goodcondition. It has a lot of surface rust, butis not rotted out. The 2 front A posts needrepairing and 1 small hole on 1 of the sillsneed a plate the size of a 50p. the bootfloor is in very good condition and notrotten in the usual places. The chassis issolid. There is some small damage to theroof where I was told a mattress wasplaced on the roof which had items on topand had slightly damaged it. If theheadlining was removed I think thedents would pop out.The engine won't turn over through beinglaid up and I have another engine to gowith the car, The chrome work is good butwould need re-chroming to bring it up to ashow condition.The tyres would need replacing.I strongly recommend this car to berescued and returned to its former gloryI am due to retire from my job as aSpecialist Engineer on the EurofighterTyphoon project at BAE Systems shortlyThe car lives in our garage in GreatEccleston, a small village just north ofPreston (PR3 0ZA).I can email photos to anyone if interested.Phone 01995-672055 home, 01772-858322 work, 07827-017823 mobile.Many pictures on the clubs website.Email:michaelchristineholmes@btinternet.comthe 1964 renault r8 r1132 67,000miles last on the road in 1987.This car was given to a motor museum inCornwall by its owner and after a fewyears the museum was shut and the carwas put into a large warehouse where ithas been ever since.The exterior body would need 2 rearwings, and an o/s front door replacing.I will help with delivery part of the wayfor cost of fuel as this car must betrailered or transported.2 previous owners, The 2nd being themuseum.Any Offers over £470.00 would beconsidered1976 renault 16 tl 1565 colour blue85,000 miles mot'd till august 5th 2010This car is in too good a condition toscrap and does need some restorationwork.Would need a new o/s front wing and theo/s front door need repairing as damaged.A small repair needed to the o/s innerfront wing by the headlamp and a smallrepair to the front panel.The doors have a small amount of rust onthe bottom edges and some of the panelsare discoloured, so a respray would be34 r e N o t e s M A G A Z i N eR E N O T E S M A G A Z I N E

c l A s s i F i e D sTelephone 01395 271116Work 01395 263381Mobile 07970556163E Mail speedwayrob@hotmail.combrake pad set (Drum 4 shoes)77 01 204 268RH Drive£16.00 + £5.90 P&Precommended. This car has had new outersills fitted professionally and finishednicely but they have been painted inunderseal, if cleaned back and paintedthey would look original.The interior is in a good condition, justneeds a good clean, no tears. It has had anew head gasket fitted in April 2009 andmaintained as it should be. Engine &gearbox run ok . When I made enquiriesabout this car the garage told me that theythink the weights in the distributor wereworn and it doesn't run smoothly. When Icollected the car the garage owner told meit started ok but got worse as he drove itand it kept stopping, When I went to drivethis car home after a few miles I startedexperiencing the same problems Thinkingto myself this is not a distributor problembut a carb problem as it was choking. Ipulled into the side and noticed that thechoke cable outer plastic fixing bracketwas broken and when you pushed thechoke in you were pushing in the wholeinner and outer cable. I managed to closethe choke and once the carb had cleareditself the engine drove 10 miles superbly.I have some service history, old mot's andhand books.Car averaging for the last 5 years 200-500miles a yearI don't see any reason why this vehiclecould not be driven but, would suggestwhoever purchases the car ought to traileror transport it if they are any distanceaway, just to be safe until they havechecked it out.I will help with delivery for cost of fuelpart of the way.Offers over £600Both cars need restoration work and theyare too good to scrap.Please contact Rob Doranparts from the club - see seperateArticle.Megane i, Megane i coupe, Megane icabriolet cabin Filter.77 00 845 811RH Drive with Air-Con1.4 Eco , 1.4e , 1.6i , 1.6e , 2.0i , 1.9 DEco , 1.9dT 01/1996-04/19982.0 16V 03/1996-04/19981.9TDI , 1.9D 09/1996-04/19981.9dTi 06/1997-04/19981.4 09/1996-03/1998£8.00 plus £1.65 P&Pclio 1.1l, renault extra, super 5,renault 9 & 11, renault 19, renault 21& 21 savanna petrol Air Filter .77 01 349 530RH Drive£3.00 plus £2.89 P&Ppost 1989 trafic, Master Air Filter77 00 678 752RH Drive£4.00 + £2.89 P&PAvantime, laguna, laguna estate,safrane, May fit some espace iiiDiesels also.77 01 041 740RH Drive£4.00 + £2.89 P&Pbrake pad set 4 renault 21 & 21savanna77 01 203 069RH Drive£20.00 + £5.90 P&Pclio 1 (phase 1,2 & 3), extra, renault19, New renault 5.inlet and exhaust Manifold Gasket77 00 874 881RH DriveUnknown Vehicle£Offers + £2.37 P&PAir Filter laguna & laguna estate77 01 037 174RH Drive£4.00 + £2.89 P&PFor additional items please see thewebsite www.renaultownersclub.comSome of these items are limited innumbers and once sold may not berepeated.Email: parts@renaultownersclub.com orPhone: 01652 655781 for details.renault caravelle FHc x 3Dry stored for many years, complete withV5s but requiring full restoration.Virtually complete. Plus some spares froma broken up DHC and some Floridespares.Phone Robin on 01579 370158 or emailrearengine@renaultownersclub.com -Location CornwallWantedrenault 12 estateRenault 12TL Estate in driveable andtaxed condition to replace my own 1979model, which has original replaced parts.Ageing bodywork and MOT approaching.Please phone on 02073730481 or e-mailmidcrescent@yahoo.co.ukrenault caravelleOn the look out as well for a 1968Caravelle, centre section of the rearbumper, pair internal stays which arebolted to the leading ends of the rearbumper corner sections, pair original rearreflectors and one rear red light lens.Phone Robin on 01579 370158 or emailrearengine@renaultownersclub.com -Location Cornwallr e N o t e s M A G A Z i N e355

CLUB SHOPTHE RENAULT OWNERS CLUB OFFICIALMERCHANDISE 2010Stainless Steel keyring with engravedROC logo in a black presentation box.ROC ballpoint pen.ROC Tax Disc Holder.How about the full set for onlyLadies foldaway umbrellawith ROC logo, ideal for thecar or handbag.Available in Renault Blue or Black.ROC window stickeravailable to stick on inside of windowor outside for bumpers etc. State whichtype required when ordering.ROC baseball cap - available in Black,White, Yellow or Renault Blue.£3.75 including p&ponly £1.00 each including p&ponly £1.00 each including p&p£5.00 including p&p£12.50 including p&p£1.75 each including p&p£8.00 each including p&pROC T shirt - available in Black, White,Yellow or Renault Blue and in all sizesfrom small child to large adult.Adult sizes £12.00 including p&pS,M,L,XL,XXL,XXXLChild sizes £9.00 including p&pPlease state child's age when ordering.New Diamond Design T ShirtsAvailable in S,M,L,XL,XXL and child’s sizes (state age when ordering)Available in White/Blue and Yellow/BlackAdult Sizes £12 inc p & p,Child Sizes £10 inc p & pROC Golf Umbrella - large strongDunlop umbrella with comfort griphandle. Available in Black.£17.95 including p&pWe have compiled a DVD Set (2 DVDs)for the PC which contain material fromvarious sources including concept cars,the centenary, videos and other events.£10.00 including p&pAlso available GB Stickers and Tabards. Please phone for detailspurchase online at www.renaultownersclub.com, email order toshop@renaultownersclub.com or post order toroc shop, 26 capel street, capel-le-Ferne,Folkestone, Kent, ct18 7lZcheques made payable to renownersclub ltdtelephone enquiries to 01303 894392