Caja PDF

Comparta fácilmente sus documentos PDF con sus contactos, la web y las redes sociales.

Compartir un archivo PDF Gestor de archivos Caja de instrumento Buscar PDF Ayuda Contáctenos

RN108 .pdf

Nombre del archivo original: RN108.pdf

Este documento en formato PDF 1.4 fue generado por Adobe InDesign CS5 (7.0.4) / Adobe PDF Library 9.9, y fue enviado en el 01/08/2014 a las 13:01, desde la dirección IP 82.158.x.x. La página de descarga de documentos ha sido vista 1653 veces.
Tamaño del archivo: 10.5 MB (28 páginas).
Privacidad: archivo público

Descargar el documento PDF

Vista previa del documento


Carlisle 2014

In this Issue
New Members. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Back to the Past. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Carlisle 2014 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Pure Leading Toe-control Arms. . . . . . . . . . . . . . . . . . 11
French Nomenclature. . . . . . . . . . . . . . . . . . . . . . . . . 12
Renault Frères 2014. . . . . . . . . . . . . . . . . . . . . . . . . . 13

Retromobile 2014 . . . . . . . . . . . . . . . . . . . . . . . . . . .
Renault Muster Down Under. . . . . . . . . . . . . . . . . . . .
Westach 6-Volt Rev Counters. . . . . . . . . . . . . . . . . . . .
What An Auto Year! . . . . . . . . . . . . . . . . . . . . . . . . .
The Back Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Renault Owners Club of North America
Established in May, 1991, La Jolla, California, USA
Founding Member:
Jacques Lynn
Marvin McFalls
General Administrator
Kurt Triffet
Vice President/Club Liaison
Jesse Patton
Membership Secretary/Treasurer Sharon Desplaines
Editor of Renault News
Marvin McFalls
Forum Moderator/Print Editor Michael Heather
Spanish Translator/Editor
Fernando Zavala
Triffet Design Group
Communications Support
Sandee Weiner
Webmaster & Classified Ads
Kurt Triffet
Michael Muller
Renault News is the newsletter of the Renault Owners Club
of North America. This newsletter is published quarterly. We
are a non-profit, all-volunteer club. Our purpose is to help
one another keep our Renaults in shape and on the road.
This newsletter is not an official publication of Renault USA
or Régie des Usines Renault. Permission to reprint original
material is granted to any non-profit membership publication on a single-use basis if full credit is given to the author.
Originally published items become property of the club.
New Members
US$25 for 1 year online membership: worldwide
US$45 for 1 year postal membership: (U.S. only)
US$60 International postal membership (including Mexico
& Canada) Join online at <>
Or send payment, along with details about your cars to:
Sharon Desplaines
467 Mission Gorge Rd #81, Santee CA 92071
Tel: 619-334-1711
Renewals-Registry Information and Address
Renew online or mail payment to:
Sharon Desplaines
7467 Mission Gorge Rd #81, Santee CA 92071
Tel: 619-334-1711
Classified Ads
Place ads online at <>
Or mail brief ads to:
Kurt Triffet, 3333 San Luis St., Ventura, CA 93003
Marketplace display ads available
Articles, Letters, Correspondence
Marvin McFalls, 4800 Ball Camp Pike, Knoxville TN 37921
Tel: 865-387-1004 • Email:

Page 2 • Renault News Issue 107

Newsletter Production and Publishing
Triffet Design Group •
Tel: 805 658-8646 • Email:
Back Issue Requests
Order back issues on CD online at club website.
Issues 1 to 57 only $7
Individual hard copies US$2 each:
Michael Muller, 4907 Meridian Ave. North,
Seattle, WA 98103 • Email:
Inter-Club Liaison, Club Correspondence
Jesse Patton, 730 Railroad Pl, Apt A8,
West Babylon, NY 11704 • Tel: 631 669-2598
Social Media
Technical Advisors
4CV, Dauphine, R10, Caravelle Jacques Lynn, 13839
Hwy 8 Bus., El Cajon, CA 92021 • Tel: 619 561-6687
R8, Fuego, Medallion Don McLaughlin, 390 Linton Hill
Rd., Duncannon, PA 17020 • Tel: 717 834-4449
Alliance, Encore, GTA
John Schuler, 120 Stirrup Lane, Kunkletown PA, 18058
Tel: 484 431-8050
Premier (Eagle) Chris Davidson, 3615 E. 28th St.
Highland, CA 92346 • Tel: 909 862-4780
American Alpine A-310 Club Representative
Brad Stevens, 4652 Maiden Lane, Canandaigua, NY 14424
Tel: 585 394-3265
Club Alpine Mexico Representative
Francisco Miranda, Villahermosa #9, Mexico City DF 10400
Racing Tech
Bobby Archer, 977 Bask Lane,Roanoke, TX 76262
Tel: 817 709-8074 • Email:
Alpine Renault Registered Owner’s Association
Editor: Yves Boode, 2816 Broadway, Rockford, IL 61108
Tel: 815 455-1944
Gordini Engines, Custom Building
Martin Moe, Seattle, WA, Tel: 206-542-8440
R5 Turbo Club Representative
Bill Dickinson, 14548 Dickens St., Sherman Oaks, CA 91403
Tel: 818 981-6595
Summer 2014 Members Only section:
Username: control
Password: muster

March 2014 New Online Members

May 2014 New Postal Members

Dimopoulos, Nicholas 23 Colby Road Danvers MA 10923

Caldicott, Wayne 2802 Arnold Palmer Ct Shalimar FL 32527

Gassman, Joe 4701 Ringwood Sarasota FL 34235

May 2014 New Online Members

Grant, Ralph 281 Loon Ct. Foster City CA 94404
Travis, Joe P.O. Box 573 N. Wilkesboro NC 28659
Vanhorn, Kerry 106 Poplar Place Longwood FL 32750
March 2014 Member Renewals
Bello, Juan
Cavenee, Lonnie
Lane Motor Museum
Lardani, Anthony
Lazarus, Thomas
Luke III, John

Paquin, J
Reynolds, Glen
Strus, George
Weiner, Sandee
Wicks, Frank

April 2014 New Online Members
Carre, Gerard 1951 NW 84th Terrace Pembroke Pine FL
33024, Gcarre23
Hutchison, Charles 139 Rutherglen Valley Park MO
Kough Jr. Robert 34 Peach Orchard Rd Newville PA 17241
Penner, Daniel, Range Road Ardrossan Alberta T8E 2J4
April 2014 Member Renewals
Alvarez, Manuel
Beatty, William
Brown, Mark
Davis, Joseph

Felts, Angela
Lazarus, Thomas
Macek, James
Richards, Allen

Engdahl, Chris 3397 De La Cruz Blvd Santa Clara CA 95054
May 2014 Member Renewals
Bonnet, Joshua
Grigg, James
Lapolla, Danny
Moynahan, Denny

Ricci, Royal
Rojo, Jesus
Toda, Frank

June 2014 New Postal Members
Archer, Bobby 977 Bask Lane Roanoke TX 76262
June 2014 New Online Members
Bender, Chris 4247 Plateau Reno NV 89519
Klemme, Bob 4205 California Ave Long Beach CA 90807
Warskett, Dylan 3 Guelph St Georgetown Ontario Canada
L7G3Y8, warskettdylan@gmail
Rowe, James 1353 N. Shirlmar Ave San Dimas, CA 91773
June 2014 Member Renewals
Aldridge Welding Service
Candy, Warren
English, Joe
Hardy, Peter

Leascas, Alan
Powers, Warren
Thaler, Gregory

Barn find boattail Renault Photo courtesy Marvin Mc Falls

Renault News Issue 107 • Page 3

Back to the Past 2014
By Francisco Miranda


nother year has gone by and it’s time for us to participate in the annual event “Back to the Past” that
our friends from the “Autos Clásicos y de Colección”
for organizing an event with such good will and taste.
As every year, the Alpine Club was present and represented
by Carlos and Carmelita Calvillo, Juan Antonio Calvillo, Teodoro Hernandez Jr., Alberto and Marieta González and I. This
year we were joined by Eduardo and Roberto Wolf and with
the club’s president, Alejandro Cortes. Since Huixquilucan’s
Elegance Concourse was also held on the same weekend (and
they draw such big attention), many cars were missing from
the show. Nevertheless, a good number of cars, around 80,
were part of the event as shown in the pictures.
We enjoyed a very sunny and warm day, a big crowd was
gathered and were enjoying the Rock’n’Roll music and a
dance contest, as well as cars from so many different eras. For
us it’s a time to enjoy the magnificent murals, the University
installations and campus and share our cars with younger
Our cars on display were the Renault Floride, Dauphine-Gordini, Dinalpin GT4, Dinalpin Berlinette and Dinalpin Cabriolet.
Every year, along with the full size automobiles, there is
also a very impressive exhibit of die cast collectibles. The
model car exhibition was displayed and were also drawing
almost as much attention from the attendees.
Exhibitors were well taken care of during the day with
refreshments including coffee and cookies.
Another “Friends and Cars Day”, which we deeply appreciate to be part of, and are looking forward for next year’s
gathering. Congratulations and thanks! £

Page 4 • Renault News Issue 108

Renault News Issue 108 • Page 5

Carlisle 2014
By Marvin McFalls


n Thursday morning I met my neighbors Rachel and
Alan Rigby as they prepared to make the drive to
Carlisle. Well as they fueled their Citroen CX and
we talked the headlights were accidentally left on and the
battery decided show off. So after a quick jump the Rigby’s
were on their way and I would follow behind later that
Meanwhile to get the cars ready for the Invitational Display, Don McLaughlin met up with our Special Guest, Bobby
Archer and Ed B. the Vice President of Carlisle Events to get
the building open. Around 2:00 PM John Vogler and Brad
Stevens joined Don and began checking in cars. Within a
few minutes Walter Koopman with the 1962 Rene Bonnet
LeMans racer, Robert Katz in the 1936 Hotchkiss, and Michael
Sparazza who had trailered the 1911 Breese had all arrived.
Don, John, Walter, and Robert then headed for Hershey to
pick up Kirk Gibson’s cars for the Pre-war display. Bobby and
Brad stayed behind to meet a late arriver. They were scheduled to leave at 3:30PM but it was closer to 4:00PM when
they finally left and when they arrived the museum it was
ready to close, but Don told them “we need our cars.” They
were supposed to be back to the fairgrounds with the cars
at 6:00PM for a Pizza Party, but with traffic it was closer to
7:00PM when they arrived and unloaded the 1907 Renault
and 1897 DE Dion Bouton. While the guys were away, Tom
Metcalf had arrived with the Bobby Archer Encore Replica the
final Invitational Renault of the evening. After missing the
pizza the guys returned to the hotel to get some rest.
I arrived at 8AM Walt and Robert met me at Building R.
The day before Bobby had set up his display of Memorabilia
and two Renault Engines one a R5 Alpine Race prepared
Engine and the other a R5 Turbo. There were also eight cars
and one three wheeler in the building and three were not
part of the display. Nicholas Dimopoulos, his son George and
his friend Joey were ready to put in their LeCar in the building. With the help of Nick, George and Joey it didn’t take
long to get all the cars in their correct spots. Don McLaughlin
had brought his R5 racer so we left it in the building as we
waited for our last display vehicle. With all the heavy lifting
complete everyone had the chance to check out the show
field and vendor areas. It wasn’t long before our show field
display began to fill up. Once we removed my Encore racer
and John’s red GTA coupe from the building, Nick Chennelle
also arrived with his silver GTA convertible. He drove down
from Rochester, NY. After a broken ball joint and a ride on
a wrecker to John’s house for repairs Tom Gross was next to
arrive in his red GTA Convertible
As the day went on Lloyd Mathis arrived at the fairgrounds,
after travelling 875 miles in his beautiful Black GTA. John
also brought his Silver GTA. We also met Bob Kough a Carlisle
resident and R8 owner. While we lined up our cars for the

Page 6 • Renault News Issue 108

Toys for Tots Toy Drive, we were joined by Rachel and Alan
Rigby in their Citroen CX, just in time for our driving tour
and rally. After delivering our toys to Evan Thorson and the
rest of the Boy Scouts from Troop 5, off we went; Two GTAs
in the lead, followed by one LeCar and a Mazda MX-5 filled
out the lineup. John lead us on an exciting and challenging
run through the countryside and up into the mountains. The
previous night it had rained hard, so we found many flooded
out roads and had to rework our course.
Once we returned to the fairgrounds, I received a call from
Michel Gou, our final Invitational vehicle had arrived. Michel
had brought his 1974 Alpine A110 Group 4 rally car that
competed in the Monte Carlo Rally. Once the car was in place
our Renault Powered Racer display was complete. With all
the work done as if on cue Matt Cottton arrives, just kidding.
Now our attention turned to one of our favorite activities:
dinner and a movie. This year’s dinner was hosted by our
friends from Ohio Chapter and Dan Barton and Brent Bartley
prepared a wonderful meal. We were also joined by our good
friends and Special Guest from Building Y, Geoff Hacker, Rick
D’Louhy from Forgotten Fiberglass and Merrill Powell, the creator of the Victress Fiberglass car back in the 1950s. Tucked
away back in building Y was the 4cv based Shark which we
featured last year.
Next we received a Canadian invasion from Quebec lead by
Stephane Larivee and his wife Claire in the R5 Alpine, JeanFrancois Bourque with his friend Simon in his R16, Nicolas
Reichenbach in his R4, and Nathalie Perreault and her boyfriend David in her LeCar to round out our neighbors from the
North Terrence Gnesko and Paul Pietrzyk of Ste-Adele, Quebec
drove down in Paul’s Red GTA Convertible. After everyone devoured our wonderful French themed meal it was movie time.
We viewed the original “Gone in 60 Seconds” then we called
it an evening after 10pm.
When we awoke Saturday morning, the sun was shining
and it was a picture perfect day. So off I went with John and
Bobby to the Middlesex Diner. Each and every Saturday there
is an open invitation of the Central PA Chapter of the Renault
Owners Club to the Saturday morning breakfast. When we
arrived Walter Koopman and Robert Katz were sitting with
regulars Lee Weaver and Barry Timmons, along with out of
towners Michel Gou, Nick Chennelle, Brent Bartley and Brad
Stevens. Long time Chapter Secretary John Mullin also joined
us, along with newcomer BobKough and his grandson Evan
Thorson. Finally, Team Canada rolled in, this was quite possibly the biggest meeting ever for breakfast.
After enjoying our breakfast and conversation we caravanned to the fairgrounds and lined all our Renaults in one
long line, Clayton Hoover arrived in one of his Beautiful
LeCars, as well as Frank Montano and his family arrived in our
third Red GTA Convertible. We then made plans to meet back
at 2PM at Building R.

Renault News Issue 108 • Page 7

With the help of Lee Weaver, we now had two displays up
and running. The Boy Scouts were under the tent collecting
toys for Toys for Tots, So we made our way to the Invitational
Display, to get the 1984 Renault Encore ready to take out
onto the track for the first time in nearly 30 years with the
#32 on the door. At high noon they closed down the driving
school to allow the Renaults to run the cirquit. On his first
reconnaissance laps were completed, Bobby Archer left the
track to the amateurs including Nick and I in his Blue LeCar
with three boy scouts on board. Michel Gou in the A110 with
a boy scout and Jimmy Einhouse in the Red GTA Coupe. Now
it was time for the showdown. Tom Metcalf went out in his
Renault Encore, then Bobby Archer made his second run. I
would like to say it was close but Tom struggled with the
locked diff on the short course. Bobby’s driving exhibition
was well received and everyone felt he had the fast time of
the weekend but it couldn’t be confirmed because the clock
was off as the track workers were at lunch.
As we returned from the Track Marty Mckee and Aaron
Cathey had arrived from Lenoir City, TN. Marty in his R18
Turbo Wagon, and Aaron in his Black GTA convertible. Finally
Eddie Palaghita and his girlfriend Danielle Ludwig arrived
from NYC in Eddie’s R12 Wagon. Next we made plans for
our swap meet. Nick Chenelle, Don McLaughlin and I all set
up displays. It wasn’t by far the biggest swap meet we ever
had but we made a fair share of sales: Dale Martin who had
brought his R16 in the past, bought some parts from me.
I also sold parts to Brent, Clayton, Nick, and Eddie. By the
time the dust settled it appeared that Lloyd had acquired
the most parts, and I was happy to have lightened my load a
bit. However I picked up a NOS driver’s side quarter panel for
a Caravelle, luckily Bobby Archer had a nearly empty trailer
going back to Tennessee.
Before the program started I was charged with placing
the awards from the car show on the winner’s car. Annually
we have between 10 and 15 cars. This year we had 24 so
the judging was tough. We kicked of the festivities with the
Central PA Awards. These are some unique awards given by
the chapter, this years’ winners were Nicolas Reichenbach,
Tom Gross, and Frank Montano. Next we recognized distance
traveled. Furthest went to Lloyd Mathis and Shortest to
John Vogler. Then we moved on to the honorable mentions
which went to Clayton Hoover, Stephan Larivee, and Nicholas
Dimopoulos Third place went to Walter Koopman for his Rene
Bonnet, Second went to Jean-Francois Bourque in the R16
and First place went to Michel Gou in th1974Alpine 110.
Now the program began with special recognition plaques
for Tom Metcalf, Bobby Archer, and Don McLaughlin, followed
by an update on CJ Hoover by his dad Clayton. Then came
the raffle where we raffled of items donated from Renault
friends from around the world, followed by a seminar on Bobby Archer’s IMSA Renault days and a sale of Bobby’s Renault
Memorabilia collection. Then in typical fashion we broke off
into two groups for dinner one returned to the diner and the
other went to Café Bruges a Belgian restaurant down town.

Page 8 • Renault News Issue 108

Bobby, Dan, Brent, and I chose the café and were joined by
David LaChance and Mark McCourt from Hemmings Motor
News, as well as Dennis from Austin, Texas.
When we awoke the next morning the sun was out again,
and by the time we finished breakfast and arrived at the
fairgrounds most of the cars had headed home. We spent the
rest of the morning with our friends from Hemming David did
a story and photo shoot on Robert Katz’ Hotchkiss and Mark
McCourt did a pictorial on the three Renault Powered Racers in building R. I spent most of my time packing up with
Brad Stevens and Lee Weaver. After running back and forth
between two displays Saturday, I spent most of my day in
the Invitational display.
After the photo shoot Michel was the first car to slip out
the of Invitational Display. At 2:00PM, we had the awards
ceremony. Both Bobby and I made speech to thank everyone.
Lloyd Mathis was the only Renault member to win an award
as he was voted a Top Ten Elite Winner on Friday. This was
the second time he received this honor , the first time was for
his Dauphine. After receiving the award we loaded up Kirk’s
cars as well as Walt Koopman’s Rene Bonnet and headed for
By now it was near 3:00PM and Bobby and I had 500 miles
to drive back to Knoxville, so we said goodbye to all our Renault friends. It was a very excited show, and we are all looking forward to returning to Carlisle next year. We now look
forward to 2015 where we will try to keep the momentum
going and make it bigger and better. So if you didn’t make it
this year, plan to register early and sign up with the Renault
Owners Club. We are already planning next year’s displays and
several special events that we will announce in the months to
come. £

Renault News Issue 108 • Page 9

Page 10 • Renault News Issue 108

Pure Leading Toe-control Arms
By Peter Davson-Galle


took my 4CVG to the Easter 2013 muster of the Australian
4CV Resister at Junee in New South Wales. It was my first
muster & it had more 4CVs in one place at one time than I
had before experienced. One of the nice things about looking at people’s cars at the Junee meet was seeing that a good
number of 4CVs had toe-control leading arms fitted to the rear
suspension. In my view, this is an excellent idea & I can’t see
why anyone wouldn’t do it. I first fitted a pair to my second
4CV in around 1966 on the advice of an Adelaide Renault
agent. I’ll cover 3 matters: why they’re a good idea, how to
make them & how to “tune” them.
1) Driven independent rear suspensions tend to pull
themselves to toe-in (fronts of the wheels pointing inwards)
under acceleration & get dragged to toe-out (fronts pointing
outwards) on lift off. This move to toe-out is potentially a
bad one for handling in that such a move to lift off toe-out
reinforces an existing lift off tendency to oversteer generated
by weight transfer which, if not under control, can lead to a
spin. Contrary to some advice to never lift off in a corner in a
rear-engined swing axle vehicle, I advocate a brief lift prior to
the apex to point the nose in. However, one wants all of this
to be controlled & having the axles flailing around longitudinally doesn’t aid the cause of having things controllable. So,
the more swing axles can avoid toe changes the better.
R8 family vehicles employ two semi-trailing (attached to
the body forward of the axle & trailing back to the axle on a
diagonal path) arms that provide toe control but 4CV/Dauphine family vehicles rely on the trunnion bearings or bushes
alone. This is a dumb idea as, being at the transaxle end of the
axle tubes, they are at the wrong end of a longish lever that
multiplies the forces generated at the tyres’ contact patches
on acceleration/deceleration. In short, it doesn’t take long
for such put-upon bushes/bearings to have developed enough
slop to allow toe change. So, what to do?
One solution that I have employed with my current 4CVG
is to use the R8 style semi-trailing arms. But that vehicle
was undergoing radical conversion & I was moving to a front
mounted fuel tank. Short of something like that, the underback-seat fuel tank of a 4CV/Dauphine is right in the way of
one of those arms.
However, there is clearer space to the rear of the axles on
either side of the engine & the simplest sort of toe control arm
to employ here is a pure leading arm (for-aft orientation &
mounted on body to rear of axle). The easiest place to do this
is to mount it off the longitudinal chassis rails. Not as nice
as the R8 style arms but a satisfactory way of controlling toe
change. Apart from making the cornering behaviour of these
beasties more sanitary, such arms have the supplementary
benefit of lessening stress on, & wear of, the trunnion bearings or bushes. So, how to make them? There are a few ways
of doing this but I’ll explain how mine were done back then &

some principles that should be complied with in any variation
on the theme.
2) Crudely put, the components of the arm are the arm
itself, a way of adjusting its length, a way of attaching it to
the longitudinal chassis member & a way of attaching it to
the axle tube. A poorly drawn diagram is below & should be
referred to as one reads; but, in words:
The arm has to have one main feature: being stout enough
not to bend under compression loads along its length. I used
simple square section tube (2.5 cm square).
To have it adjustable, I used a piece of threaded rod. A
stout flange was welded to on the rear end of the arm (easier
to get at for adjustment than the axle end). That flange had
an unthreaded hole in it through which the threaded rod
passed & the rod had a nut on either side of the flange. At the
other end (the rear) of the rod is welded a piece of tube (hole
orientated laterally) of a size to receive a damper style bush
fitted inside it. A similar arrangement of a piece of tube (to
contain a damper bush) was welded on at the front (axle) end
of the main arm. Incidentally, I chose damper bushes as they
are firm enough to exercise adequate control of toe but have
some flexibility such that, as the arm sweeps through its arc
on bump & rebound, they can give a bit to accommodate the
effective shortening that thereby occurs. Making the arms as
long as possible lessens this effect.
Attachment at the rear was by a bracket descending from
as far back on the longitudinal chassis rail as possible. It
descends far enough for the arm to be as near parallel to the
ground as possible in static mode. (This “drop” will be best
measured after the attachment of the rod to the axle tubes
has been done.) The bracket is basically three bits of flat iron
welded to make a “U” with the open end pointing down & a
hole in each of the descending plates such that a bolt can pass
laterally through it. The idea is that the bolt passes through
the hole in the middle of the damper bush mounted at the
rear end of the threaded rod on the arm.
So, what of the front? Basically, we clamped straps around
the axle with a another “U” shaped flange welded on to them
to, again, bolt-mount the arm through the damper bush. The
“straps” were simply more flat iron that was shaped into two
half circles with bent ends. The ends had holes in them such
that, as the two half circles met around the axle at top and
bottom, bolts held them together through those bent ends.
3) As is predictable from the above, the method of tuning
is to use the length of threaded rod to vary the length of a
given control arm. Initially, one simply sets that length to suit
where the axle seems to naturally “sit”. However, that might
not prove to be the best final geometry, especially if, as is
likely, your trunnion bushes or bearings have already worn

Renault News Issue 108 • Page 11

enough to have some slop. One possibility is that, having so
mounted the arms, one half axle has a different toe angle to
the other. This will be apparent when driving as the car will
“torque steer” left or right on acceleration or deceleration.
The solution is judicious lengthening or shortening of one
arm or the other via the nuts on the threaded rod. Basically,
the recipe for doing this is as follows. If the car steers left on
acceleration (right on deceleration) then lengthen the right
hand arm &/or shorten the left hand arm. If the car steers
right on acceleration (left on deceleration) then lengthen the
left hand arm &/or shorten the right hand arm. I’d suggest
trying to correct the torque steer by fiddling with both arms
(in different directions) rather than just changing the length
on one arm as this is less likely to stress the trunnion bearings
or bushes. £

French Nomenclature


or all their issues, quirks, and peculiarities, there is just
something about French cars that fascinates us. We love
the unusual and simplistic engineering, but we have to
admit some of the names they gave their cars were less than
interesting. One would think the French would have some of
the most creative and profound model names for their cars,
but that wasn’t always the case. Now don’t get us wrong,
some of their cars were given great names, but the ones that
went on to be huge successes got titles that were more designations than names. We hadn’t really given much thought
to some of these names until we looked at this 1960 Renault
4CV. We were actually a bit confused when we searched for
it and realized it was supposed to be 4CV, which happens to
be very similar to one of the most prolific French cars ever
built the Citroen 2CV. This got us wondering how Renault
and Citroen both offered cars in the late 1940s with similarly
bland names. Like usual, the answer turned out to be a rather
simple one.
The Second World War left the world a very different place.
Nations that had once been wealthy were left in ruins. Many
nations had sent all their spare resources to help in the war
effort, making resources scarce. France had been hit especially hard and what resources were left were needed to rebuild
the country. Rather than having large quantities of iron and
steel going to car production, the government instituted a
system that encouraged car manufactures to build smaller and
cheaper cars. The system charged tax based on the horsepower output, with low powered cars being highly favored.
For those of us here in the states, this tax is similar to the
gas guzzlers tax, except it applies to every car. The CV in both
the Renault and the Citroen names mean cheveaux, which
roughly translates into horsepower. This means the 2CV fell
in the 2 horsepower tax bracket and the 4CV landed in the 4
horsepower group. Now the 2 and 4 designation doesn’t mean

Page 12 • Renault News Issue 108

that these cars only produced 2 or 4 horsepower. To calculate what tax bracket a car was placed in a formula was used
looked at displacement, horsepower and several other factors
to calculate how much a car should be taxed. This Renault
was powered by a 750 cc straight-four mounted in the rear
and by 1960 power was up to over 28 hp. The additional 2
cylinders and added power placed the Renault in the higher
tax bracket.
Even with bland names like 2CV and 4CV, both cars went on
to be very successful both in France and abroad. The Renault
was the first French production car to sell over 1 million units
and of course Citroen went on to build millions of 2CVs. This
4CV has some issues and will need work, but it looks to be a
great starting point. There weren’t many of these imported to
the states, but given how many were built and sold worldwide
finding parts shouldn’t be all that difficult. After investing
the time and money, one should have one of the funniest and
most enjoyable micro cars that has ever been built. We think
the extra tax was worth every penny, both in the looks and
handling departments. £

Renault Frères 2014
By Francisco Miranda


s 2014 marks the 50th anniversary of the introduction of the legend, we are celebrating 50 years of
the R8-Gordini. Renault Mexico decided to jump
on the bandwagon, but in Mexico we have had only 2
R8 Gordinis, both imported as samples of a project never
completed by the owner of a big Renault dealer called Autos Francia, by Mr. Martín Moreno. Years later, the owners
are Pepe Maqueo and Alberto Gironella. This time, due to
unresolved negotiations, we could not enjoy Alberto’s cars,
especially the R8G, Étoile Filante, or Renault F1 among
others. The space was then replaced with a couple of nice
R8S. The show must go on, as they say in show biz.
One week before the event, the promotion department
thought of showing around Mexico, cars that were emblematic of the era. So, these platforms were displaying Miguel
Cachuex’s R10 (disguised as a race car to be more striking)
and the other, Alejandro Cortés’ A110 Berlinette that is flashy
enough to make more than one head turn around.
Pierre Vilalta worked very hard for more than a year on the
restoration of his red A110 Berlinette. Miguel Cacheux was
responsible for the job. He had to start a detective work in
order to know what kind of assorted details were supposed to
be in his car, as the owners made plenty of modifications that
were very difficult to trace back. As well as buying parts all
over the world that, luckily, his wife Corinne was able to bring
to Mexico City, mostly.
Teodoro Hernández bought this A110L-GT4 directly on
Ciudad Sahagún, the city were the old Renault factory was.
They sold him the last body ever made (to our knowledge)
with serial number 138. The invoice reads a GT4 body and
assorted pieces that were not enough to complete the car. He
also started a detective work of what parts were exclusive for
the GT4 and how should be placed, etc. Bought one burned
GT4 and several R8 parts and with the help of his family, they
even reconstructed the fiberglass for this restoration (he has
undergone 3 by now) hoping this will finally be the final one.
It’s good he is very skilled and methodical, so the final work
will be a great job. This time they finished at 6 AM before the
show, no sleep at all and of course the previous days with very
little sleep and stressful as well. He is already planning to
sand all over the imperfections of the body and do some work
on the seats as the actual results were oversized. He showed
me the picture of the first restoration where his son Teodoro
was about 3 years old. How fast time flies, as he is already attending the University! A family project that helps strengthen
the bonds between them, Nice!
On display were the Twizzy and the Kangoo, both Zero
Emissions. These cars will only be sold to fleets and I hope
they sell lots of them, because pollution is making us (literally) cry. Some of us drove the Twizzy and it is a fun, fast and

Renault News Issue 108 • Page 13

comfortable little car. Definitely I wouldn’t mind having one!
On display was the new Clio Sport that they told us it is still
not decided to sell in Mexico, as they have some mechanical
problems that the engineers are trying to solve. Nevertheless,
it was interesting to see it there! If sold, this will be the first
Renault made in France to be sold in Mexico in many years.
The main display featured 85 Classic Renaults representing
many of the clubs from the state and city of Mexico including:
Club Alpine Mexico. Club Renault Gordini Sport and Renault
Owners Club of North America, as well as cars and guests from
other regions of Mexico including Guadalajara, San Luis Potosi,
Puebla, and others cities.
The second display area just across the street received
numerous visits from other clubs and the general public. With
estimates of nearly 80 cars on Saturday and more than 100
on Sunday. Although the requirement was to drive a Renault,
somehow we saw this Datsun parked in the middle of the
Renault Force!
We had a very clear day on Sunday and in the panoramic
views you can see in the background of the Renault balloon
the volcanoes: Iztaccihualtl and Popocatepetl.
We are excited to see what 2015 holds for the next Renault
Frères. £

Page 14 • Renault News Issue 108

Renault News Issue 108 • Page 15

Page 16 • Renault News Issue 108

Renault News Issue 108 • Page 17

Page 18 • Renault News Issue 108

Renault News Issue 108 • Page 19

Retromobile 2014
By Marvin McFalls


fter many years away from Retromobile I made the
decision to return this year. There were many factors
primarily all the exhibits were in the main building,
also the Jean Rédélé tribute, and the R8 Gordini exhibit as
well the opportunity to meet Jean-Charles Rédélé seemed
like good reasons. So off we went in February to Paris, a
risky proposition as far as potential weather delays. I chose
Philadelphia as our connecting city as I had heard good things
from others who have traveled internationally through the
city of brotherly love.
So believe it or not Brent Bartley and I arrive in Paris bright
and early on the opening day of the exhibition. We made
our way from the airport to the Porte of Versailles complex
checked into our hotel and made the five minute walk to Halle
1. Not surprising there was a huge crowd waiting to get in,
after about a half hour we finally made it into the hall. We
decided to work our way around the perimeter and then start
down the aisles. It seemed like a good strategy as we saw the
Bluebird One a Sunbeam based 11 litre hundred year old racer
from the Beaulieu National Motor Museum. Unfortunately the
day before we were told it had been started up and ran much
to the delight of the crowd.
Not to be outdone next came an amazing collection of
vehicles of the Maharajas’. It included some of the most expensive cars in the world, Being the cars had all originated in
India, they were mainly British cars and featuring many Rolls
Royce. However the most interesting had to be the swan car
and its miniature companion car on loan from the Dutch Lowman Museum from The Hague, Netherlands.
As we made our way around we finally found what we were
looking for, the part vendors. Unfortunately as we spent the
next few hours up and down the aisles we became disappointed. Mainly due to the high cost of vendor spaces there just
wasn’t the selection of years gone by. As we made our way
into the exhibits of cars we quickly got over the disappointment of the failed parts search.
At this point we decided to move to the center and see the
main attraction. As always the middle of the room features
the Renault Classic exhibit. On this year’s plate was the
30th Anniversary of the Espace featuring the original Matra
prototype and each of the three fiberglass bodied generations
that followed as well as the current edition clad in metal.
Also included in the display was the V10 Powered Espace F1
and Project 900 prototype that Renault was trying to pass of
as their first attempt at a minivan. I didn’t think it really fit
well with the other vehicles in the display.
Next was the 50th anniversary tribute to the R8 Gordini.
Featuring five different R8 Gordinis that had competed the
previous month in the Vintage Monte Carlo Rally. The earliest
model was an 1134 model that is the earliest known example

Page 20 • Renault News Issue 108

of an 1134 racer to still exist. I didn’t really like the upgrade
of the four headlight sheet metal but otherwise it was an
incredible car. Next was more or less one the prototype for
the 1135 Gordini the last known survivor of an early competition prepared 1135. If that wasn’t rare enough, the next
car belonged to the Sorcerer himself, Amédée Gordini which
featured a twin-cam 1500cc engine. Fourthly was a White and
Orange striped which had finish second in the 1969 Coupe
Gordini, and finally a nearly mint 1135 Gordini. Renault Classic had definitely put their best foot forward with this year’s
With the Renault stand complete we made our way to the
back of the building. As I mentioned in the beginning JeanCharles Rédélé had put together and incredible collection of
his late father’s car. As well as the opportunity to see this
incredible collection of rally, prototype and formula racer, we
also would be able to meet the man during our visit.
Included in the display were four A110 Berlinettes including
the 1965 Tour de Corse, a 1967 with centre-lock wheels(one
of only five built), 1968 Coupe de Alps, and a 1968 Group 4
1800 racer. Also featured were two A310 in Group4/5 attire.
Prototypes included the two earliest the M63 and M64 that
raced LeMans and other endurance events. An A210 that won
in LeMans in 1969 as well as the extremely rare A211. Also
featured was a later A220 and the A441 the last not non-turbo Alpine Prototype. Finally was 1973 A364 Formula 3 racer,
which looked a bit out of place but shown Alpine participation
in all three racing disciplines.
At this point we were fairly worn down after a transcontinental red-eye flight and hours on the grounds of the Expo
and decided to call it a day, knowing we would return on
Saturday and Sunday for more exhibits as well as visits with
old friends and new.
On Saturday morning we returned to Retromobile, ready
to continue our tour. We decided to focus on some of the
interior rows where we found some more interesting Renault: First we found a 4CV Decouvorable convertible on the
stand selling car care products. While it is an extremely rare
model, it had many period incorrect parts. Also displayed was
another famous pair of Renault Rally cars owned by Bernard
Marreau first the Sinpar R4 and the R18 Turbo wagon. As
well as a R12 Gordini on the Youngtimers magazine stand.
Finally hidden well within the auction area was Alfa Romeo
Dauphine, unfortunately with no credentials we couldn’t get
close enough for a good photo or inspection. Other Alpines
included a fairly hidden A367C Formula 2 racer as well as nice
metallic blue A110.
Next came an unexpected entrant from our neighbor to the
north, the Canadian built Manic GT. The car had be prepared
by Ateliers des Legendes Ganci a restoration house looking
to attract new customer. As you know from recent issue the
Manic is based on the Renault 10 Chassis and some 144 examples were built in Canada before the project collapsed. This

Renault News Issue 108 • Page 21

particular Manic was the base model with 1289cc engine and
four-speed gearbox. Being that this was my first time actually
seeing one in person it was a real treat, and quite worth the
trip to Paris.
After checking out all these great cars it was time to meet
up with some friends, first from California via Brazil was club
member, Rex Parker. We had last seen Rex at the Best of
France and Italy and it was nice to see him outside his So.
Cal. turf. Rex is a regular attendee of retromobile and he
introduced us to many of his friends from the Facel Vega club,
before we all headed out to check out the diecast collectibles.
After a few hours of getting caught up we had to part with
Rex for the moment to go meet up with a chap I had been
trying to get a face to face with for nearly fifteen years. Hector Mackenzie-Wintle who I had missed at Retromobile and
numerous other European events was working the Beaulieu
stand with his mates. We spent the next hour or so comparing notes of the show as well as making a visit to Berlinette
Mag stand to renew our memberships. Hector really is an
incredible fountain of knowledge when it comes to Renaults
of any period. It was great to finally put a face to words I had
red since my earliest days in the Renault hobby. I only wish I
had brought a copy of Hector’s book for him to autograph.
As our time was winding down with Hector we were rejoined
by Rex and we made plans for dinner. In the meantime Brent
and I had the opportunity to check out one of the most interesting displays. Some one hundred years after the outbreak
of the Great War known as World War One here the organizers
had put together an incredible exhibit of vehicles. Featured
prominently were two Renault FT tanks, as well as Type AG
Marne Taxi. Also was a lesser known Renault UE tract carrier
filled with ammunition. While the display was quite impressive an older gentlemen took advantage of one of the trees in
the display to relieve him in dirt that organizers had placed
on the expo floor. I guess for him it was authentic enough.
With another day concluded we joined Rex for an incredible
dinner before returning to our hotels.
The next morning we awoke early to join friends from the
Renault Alliance Club Passion. First we met Philippe Galaup at
Rex’s hotel and then we were joined by Club President Gerard
Guttman and Club Webmaster Vlad outside of Expo. Gerard
and Vlad had driven their cars to the show and were part of
a special display in the parking lot as you entered the Expo.
After a nice meal we went to check out the display. Not surprisingly Gerard and Vlad’s car were among the most popular
as Gerard drove his Alliance Convertible and Vlad brought his
bright yellow Alpine GTA V6 US Spec with pop up headlights.
Other Renaults displayed outside include a grey 4cv, a red and
white Dauphinoise van, a light green Dauphine, a blue 15TL,
French racing blue A110, and R8G 1300, a maroon Fuego, and
finally the newest classic Renault a first generation Twingo
which celebrated twenty years since its introduction last year.
Following a great lunch we showed our French friends

Page 22 • Renault News Issue 108

around the exhibit. Our first stop was to the Renault Stand
where with the assistance of Philippe we were able to talk R8
Gordinis with some of the guys from Renault Classic. Next
Vlad had to check out the vendor area where he was able to
find some US model brochures of Renaults for his collection.
We even found time to stop by and introduce Hector to our
Renault Alliance friends.
Believe it or on Sunday we were still finding interesting
vehicles. We found two early Renault buses. One from the
1920s and the other from the 1930s. Also somehow we had
missed a metallic blue R5 Alpine. All and all it had been a
great day and we joined back up with Rex for a farewell dinner
at local Brasserie.
The next morning we headed for airport. We arrived with
plenty of time, but our flight was delayed. Not leaving Philadelphia on time caused us to be two hours late returning. After a quick trip through customs and immigration Brent made
his flight while I had to wait several hours for a later connection. All and all it had been another great trip to France and
hopefully we will make it back to Retromobile very soon. £

Renault News Issue 108 • Page 23

Renault Muster Down Under
By Marvin McFalls


ur tour began in Brisbane on Thursday 17 April,
so I left on the 15th flying first to Dallas, then on
to Brisbane. I arrive at 5AM and after about five
minutes I had cleared Customs and Immigration and was
in the lobby of the Airport. After a few minutes, Bob Gray
and John Waterhouse arrive and off we went to Bob’s house
in Cleveland. After a brief freshening up, Bob and I headed
down town to meet up with Renault Car Club of Queensland
President Phil Harrison and special guests from France,
Ghislain and Josiane Houpy.
So with the help of our French speaking tour guide Daniele
Lamarche-Sarvia and the two locals, Phil and Bob, the three
tourists received an interesting history lesson on Brisbane. It
was an enjoyable afternoon. While we were away, Bob’s wife
Florette and John and his wife Alex were getting everything
else prepared for the trip. Once we returned Bob, John, and I
paid a visit to Bob’s parts bin to find spares for the two 4CVs
for our travels ahead.
With everything packed and repacked in the 4CVs and
Scenic RX4 we headed for the welcome dinner for the Renault
Muster. At the dinner I met several new friends. First the
new: Don and Diana Gordon, and Graham and Maureen Nordling. Don is the Club Treasurer and Graham is the Club Secretary. Also Graeme and Annette West, his business partner
Peter Kleindienst and his wife Suzie. Also there were Ken
and Lyn Melville, and former Club President Ian Both. Nearly
twenty years ago Ian contacted me about troubles with his
Fuego. I sold him a few parts, never thought we would meet,
but almost two decades later we were in the same room.
Also in attendance were friends I had met previously
including: Frank and Linda Wicks, Rex and Heather Veal, Alan
and Karen Moore, Rob and Rhonda Ringe, Tom Harrison and
Susie Canham, Bruce Slade, as well as Phil Harrison’s wife
Mirva. With all the participants in place, we sat down for a
nice dinner.
After dinner all my travels began to wear on me as I nearly
dozed, but Alan Moore and I became entangled in a long
conversation on modifications and performance adaptions on
his 4CV and that carried me through the rest of the evening.
By the time we returned to Bob and Florette’s everyone was
ready to retire.
The next morning we awoke early and started the trek from
Brisbane to Toowoomba. We arrived at the rendezvous and
were quickly joined by the contingent from the Renault Car
Club of Australia. Frank and Linda Wicks in their Green 4CV
of course we know very well but we were also joined by club
President Bob Sprague and Fran Fifield In their Clio Renault
Sport as well as club officer Alastair Browne in his R15 TS.
Next we travelled to a local park where we celebrated Good

Page 24 • Renault News Issue 108

Friday and were joined by the rest of the participants. Bruce
and Alan in their 4CVs, Rex and Heather, and Phil and Mirva
in their Dauphine. Ghislain & Josianne in the Floride, Don
and Diana in the R20 TS, Ken and Lyn in the Alpine 610,
Next came a group of Meganes, including Larina and Jeremy,
Peter and Suzie, and Graham and Maureen. Wrapping it up
with the newest Renault were Rob and Rhonda in the Renault
It didn’t take long for my navigating skills to get Bob and I
off course in the 4CV, luckily his daughter Larina took charge
and put us back on track. As I soon learned the coastal area
of Queensland is in close proximity to the mountains. After a
few hours we stopped for a nice picnic at lake before making
our climb up to Toowoomba. After getting settled into our
hotels we had dinner then called it an early evening.
We awoke the next morning and journeyed the final
few meters to Picnic Point, which is the highest point in
Toowoomba; what an incredible view! After breakfast we
made our way to the local museum where we were given a
tour. Included in the museum was a tribute to the Australian
and New Zealand Army Corps (ANZAC), that fought in World
War One suffering the highest percentage of casualties of any
fighting force.
We then made our way to the town of Nobby where we had
a huge lunch at Rudd’s Pub, followed by Tea at locals Peter
and Maryann Bisdee’s house. Peter gave us a tour of his Shed
where he had a Renault 4 in need of restoration while Maryann entertained and plied everyone with dessert. The RCCA
decided to make an interesting pit stop on the way back, so I
rode with Frank and Linda. We found ourselves on the other
side of the fence of a yard filled with old cars. The cars were
mainly French and it was said the owner was hoarder unwilling to sell any of them. It was an amazing time capsule of
French cars in Australia, we all left wondering what would
become of all these rare cars. Following dinner at the local
golf club, we called it a night.
On Easter Sunday, we awoke early and headed for the
Jondaryan Woolshed. When we arrived I was very excited to
see good friends George, Sandra, and Stewart Hames standing
next to their Ferlec Dauphine. We had been told the Hames
wouldn’t be joining us on the Muster so their appearance was
delightfully unexpected. As it turned out the Woolshed was
also one of my favorite stops on the tour. We were able to
see how sheep where sheared as well as get the feel of life on
an Australian station in colonial times.
After a nice lunch we made the drive to Oakey to tour the
Army Flying Museum. Our tour guide took us thru the history of Army aviation in Australia needless to say by the end
of the tour everyone was excited to return to the hotel to
check out the F1 race before a traditional Australian BBQ. By
the time we called it a night we were quite worn down from a
very busy Easter.

Renault News Issue 108 • Page 25

On Monday morning we returned to Picnic Point for
another scenic breakfast, before heading to the Queensland
Car Museum. While I have been to car museums all over the
world this one was definitely memorable as well as informative. The curator was a Holden man, so about 1/2 of collection were from the Australian division of General Motors.
However, Australian Ford and Chrysler products were also
represented. I particularly enjoyed the workshop, and then I
was able to ride back to the hotel with Alan Moore in the NOT
750 4CV which features a 1.6 litre engine. We then wrapped
up our final night in Toowoomba with another Barbie.
The next morning we headed for South Burnett, another
farming community. Following a nice lunch at Popee’s Restaurant and a visit with some local wallabies we then headed
for Belvedere Farm. We were taken on a tour by local peanut
farmer and poet, Mal. We learned a lot about farming in
Australia today, and then Mal and his wife gave us trial of the
flavored peanuts they prepare and sell. Everyone seemed to
enjoy the many different flavors, and I would have liked to
take a few jars home if they wouldn’t have been confiscated
by customs.
We then headed for Wondai, where we spent the evening.
When we arrived we noticed the rear tire on Bruce Slade’s 4CV
was low. By the time we checked in to our rooms it was flat.
I volunteered to be Bruce’s pit crew and we quickly changed
the tire. We were lucky we didn’t have much farther to travel
as that tire wouldn’t have made it another kilometer. Following a dinner at the local pub we called it an evening.
The next morning we awoke ready for a change of scenery
after spending several days in the mountains and an afternoon in farming country we were ready for some Australia’s
famous beaches, Moloolooba on the Sunshine Coast was our
next destination. To get to the beach we had to drive back
thru the mountains. I enjoyed two unique rides. First with
John Waterhouse in the 21 hp early 4CV and then when we
made the final climb I rode with Phil Harrison in his Dauphine Gordini. After the ride I nicknamed him Ferrari Phil, as
he whipped that Dauphine thru those curvy mountain roads.
Eventually the mountains returned to sea as we made our
way thru the heavy traffic of the sunshine coast. Finally we
arrived at Mooloolaba Mantra hotel. After enjoying a nice
afternoon at the beach we had dinner at the Surf Club, a 10
minute walk down the beach. After dinner we did a little
shopping on the promenade before returning to the hotel for
the evening.
The next morning we awoke early for a day at the Australia
Zoo. Developed by the late Crocodile Hunter, Steve Irwin and
still owned by his family, it was a very impressive Zoo with
nearly every species of Marsupial as well as other animals
from around the world. Included in the display were a huge
bird aviary and a stadium where they put on shows. Some of
the highlights of the show included a crocodile nearly twenty
feet long and a trained condor. We did our best to see every

Page 26 • Renault News Issue 108

exhibit and by the end of the day we were starting to wear
down. After a few hours of relaxing in the hotel room we
met at O’Malley’s Irish Pub. We had a nice meal and then
were entertained by an Irish Band after dancing off dinner we
were ready for a good night’s rest.
The next morning was ANZAC Day and the day started early
back at the beach club with a sunrise service. Thousands of
people turned out for the tribute to those heroes that had
fallen nearly a century ago. After the ceremony we packed
up and prepared to move again. On the way we stopped at
the Glass House Mountains. First discovered by Captain Cook,
the hills rise abruptly from the coastal plain which reminded
him of the glass furnaces where he grew up in England.
We decided to return to Bob and Florette’s before heading
to the Gold Coast. We had some stuff we no longer needed
and other things we needed to pick-up. After a nice lunch
on the patio, we hoped we could beat the traffic to Surfer’s
Paradise. As it turned out those that had traveled straight
down from the Sunshine Coast fought traffic, while we made
good time and only encountered traffic the last few hundred
meters. After figuring out lodging accommodations, I had
the task of trying to pack over 100 shirts and jackets into
two suitcases. It turned out to be a monumental task, which
took a few hours, which I completed while everyone else
went to dinner at the Yacht Club.
The next morning would be my last full day in Australia
and in typical fashion we made the hour drive from the beach
to Eagle Heights Mountain where we had breakfast then we
traveled on to Cedar Creek Winery for a wine tasting and
lunch. We were joined by locals Ross and Rhonda McNaught
in their beautiful Floride. After a nice meal and conversation with the McNaughts we headed back down the mountain
to the Gold Coast with one last chance to do some shopping
before dinner.
For my final meal they couldn’t have picked a site with
a better view more than 1000 feet above the beach in the
tallest building in Australia. The Q1 tower’s observation deck
was great; we had our own reserved area where we had a
private party. The food was good, and we even sang French
Songs, everyone thought we were crazy. I received a beautiful hand-made plaque from Ghislain & Josianne from their
Museum in France. It was the perfect end to a great trip.
I awoke early the next morning and Bob and John took
me back to Brisbane to the airport. After getting my bags
checked they returned to the Gold Coast, as I awaited my
flights to Sydney, then Dallas, and finally Knoxville. The
Renault Muster Down Under continued on for another week,
before wrapping up. While we were disappointed that more
international Renault Enthusiasts didn’t participate those
that did had memories that will last a lifetime. I hope to
return to Australia again soon, the people are wonderful and
the cars are amazing. If you ever get the chance I highly
recommend it. £

Westach 6-Volt Rev Counters
By John Waterhouse


ictures are worth many words. Sitting neatly at
the left of Colin Redmond’s newly refurbished
dashboard is a 50 mm 6-volt tachometer from
Westach, in the USA.
I’d been looking for a 50 mm instrument for years, on
and off, and never seemed to be able to find one to suit
my 6-volt car. It hadn’t been easy to find a neat, classiclooking 12-volt one for the R8, but eventually ebay UK
delivered what I needed. Someone is always selling 12volt tachos anyway, even if some are styled pretty badly.
OK for a Datsun 120Y coupé perhaps…
Google came to my rescue in the end, and I discovered
Westberg Manufacturing Inc. in Sonoma, California (see, the maker of Westach instruments.
Other contact details are:
Address: 3400 Westach Way, Sonoma, CA 95476, USA
Phone: (707) 938-2121 Fax: (707) 938-4968
Monday to Thursday 7:30AM-4:00PM PST
Technical Info: £

What An Auto Year!
By Richard Reau


t has been quite a year with classic cars, and here’s the
latest news...
Last fall I sold off the ‘64 Dodge Dart, which brought me
down to just two classic cars, the ‘66 Caravelle and the ‘69
Volvo 1800S.  At that time both cars were “restored” and
driving just fine.  But the ready cash from the sale of the Dart
had me perusing Craigslist, where I discovered a ‘76 MGB and
the delightful world of classic British motoring.
I took the Renault out to my sister’s house 30 miles away
and stored it in her garage over the winter, our worst since
the blizzard year of ‘78.  Came spring , and I was working
with the MG,  and motoring it and the Volvo around.  Sheer
bliss.  2 weeks ago, I finally retrieved the Caravelle to keep it
fresh, and realized soon that I did not have good storage for
3 cars.  I decided to sell the Caravelle, and listed it on ebay.
The bidding was brisk up to my reserve of $4250...(4000
for the car, 250 for ebay fees).  At the end, the car sold for
$6000.  It will go to a guy named Mike Malamut, who owns/
runs the Malamut Auto Museum in Thousand Oaks, CA. 
Evidently they rent cars to the movie studios.   The ebay fees
were just $140 total.  I am pleased with the listing, and I
received a cashier’s check for the car, and did not have to go
through PayPal and pay their fees.

Then, in the middle of the auction process, I was rear-ended in the Volvo, and it appears that the car is totaled.  Hopefully the insurance settlement will be in line with the actual
value of the car.  Now I’m down to just the MGB.  I have my
eye on a barn-find BMW 2002. £

Renault News Issue 108 • Page 27

The Back Page
Dauphine in the wild.
Photo by Rob Pitt

Renault Owners Club of North America
13839 Hwy 8 Business
El Cajon, CA 92021

Documentos relacionados

Documento PDF 7   oregon   jacob de haan   set of clarinets
Documento PDF kevin kurgansky the break up cure ebook
Documento PDF bolivia 1867 1940
Documento PDF how to get your guy back in as little as 7 days ebook
Documento PDF tzm network expansion proposal
Documento PDF overmans

Palabras claves relacionadas