Re: Istoria Gordini
 

pt cunostintele tale renault 8 gordini nu a fost facut cu motor 1.6 16v ci renault 12 a fost facut q 1.6 16v.si sa sti ca lam si vazut in franta in reprezentanta si am mai vazut alte masini faine acolo si nu mai vb de ce nu sti!

Re: Istoria Gordini
 

eu stiu k, R12 G toate erau 8V...sper sa nu gresesc...dar faptul k, chiulasa e lata nu inseamna k are 16V.:)

Re: Istoria Gordini
 

A existat 8 gordini 1.6 16V, e editie limitata dedicata lui Gordini Jr parca. E una la un muzau in Franta. S-au facut numai cateva bucati. Se sustinea ca ar avea 160 cp. Eu unu nu cred, cum nu cred ca are 147 cp DIN 12-le in varianta de curse,dar ma rog....

Re: Istoria Gordini
 

depinde cum masurau puterea in primul rand.Intai de toate caii putere au valori diferite in unele tari,nu mari dar sunt diferite.De-aia s-a si trecut la sistemul international cu Kw.Unde mai pui ca masuratorile alea puteau fi facute la arborele cotit.Ce vreau eu sa spun este ca ele pot fi reale daca motorul gol a fost testat pe bancul de probe.

Re: Istoria Gordini
 

am scris DIN

Re: Istoria Gordini
 

brosura r12 gordini nu am avut chef sa traduc din engleza prea mult de tradus si prea imbarligate.sper ca ii ok.la fiecare poza are textu scris

Re: Istoria Gordini
 

GO…

Gordini: for the past six years this magical name has signified the fun of driving for some thousands of young sports-car enthusiasts who, thanks to the Renault 8 Gordini, have been able to take part in competitive events, to undergo their initiation and develop and confirm their skill. And many of them today carry the French colours to victory in all sports events from rallies to Formula 1.
Six years…and the Renault 8 Gordini has fulfilled its promise well, but the rules have changed and so have the times. The time has come for the Renault 12 Gordini to take its own place in the race for success. And it has what it takes…
A 1565 cc engine, the same as that of the ’tuned’ Renault 16 TS but made still more punchy by several new developments.
A 5-speed fully synchromesh gearbox to make full use of maximum power output of the engine’s astonishing potential…and brake and accelerator pedals arranged to allow for ’heel and toeing’.
A lightweight, well shaped body with fall away bonnet and steeply raked windscreen and stream-lined underside…protective and aerodynamic.
Deadweight distributed evenly over a very low centre of gravity assures completely neutral behaviour adaptable to all styles of driving.
A very precise steering and rear end geometry which, allied to front-wheel drive, bestows a safe overall trajectory with exceptional road-holding.
Wide rims provided for the tenacious radial tyres.
Precise, direct steering.
Four power-assisted disc brakes fed by two independent circuits, the front discs cooled by radial perforations – a layout currently reserved only for various competition prototypes and ultra-high performance cars.
A driving position conceived by rally drivers for rally drivers, combining maximum comfort with maximum freedom and safety.
The power pack: 125 BHP (SAE) at 6250 r.p.m., max. torque 108 lbs/ft. (15 m/kg) at 4500 to 5500 r.p.m.; top speed of 115 m.p.h. (185 km/h) and the standing kilometre (0.62 mile) in 31.8 seconds. And a weight-power ratio of 17.2 lbs. (7.8 kilos) per **********.
Road performance: an outstandingly lively yet safe machine which exceeds the limits currently imposed for beginners in track racing by a wide margin yet is also a tough and ’sporty’ grand tourer, well equipped for comfort. It is a car for all those who, without wishing to take an active part in competition, desire an everyday car with an out-of-the-ordinary performance.
French Racing Blue and White bands…here’s the new car for Gordini connoisseurs: 3, 2, 1, zero…GO!

Re: Istoria Gordini
 

Efficient - 125 ********** - 115 m.p.h. (185 km/h)

Origin of the Renault 12 Gordini engine: the Renault 16 TS 1565 cc power unit – Lotus and Alpine already use the power potential of this exceptional engine to serve the Lotus Europa and the small Berlinette 1600 and 1600S. Meanwhile, although all the essential elements are those of a production-line engine, the development of 125 BHP (SAE) has involved various modifications: extra ribbing of the crankcase; new wide connecting rods with threaded caps; greater doming of piston heads to obtain a compression ratio of 10.25:1; double crimping of cylinder gasket; bigger inlet valves and increased inlet overlap to give better cylinder filling at high r.p.m.
Two double-barrel horizontal WEBER carburetters serve four-cylinder engine which reaches maximum efficiency between 4500 and 6000 r.p.m. It’s an obvious guarantee of robustness and long life.
5 Forward Speeds

To make the most of this engine’s potential a fully synchromesh, 5-speed gearbox is provided. It’s controlled by a floor-mounted lever which requires very little movement while being completely rigid and easy-to-hand. The layout of foot-brake and accelerator is designed to make it easy to ’heel and toe’.

Re: Istoria Gordini
 

Safe: 4 disc brakes and dual circuit system

In the Renault 12 Gordini, safety is reinforced by a whole host of precautions which, as regards braking, sum up all three of Renault’s principal requirements – efficiency, endurance, safety. Four servo-assisted disc brakes ensure efficiency. The front pair of discs are cooled by the action of radial perforations which practically double the heat-resistance; the faster the discs turn the quicker the dispersal of heat. Thus the Renault 12 Gordini guarantees permanent braking efficiency and anti-fade characteristics on long mountain descents and particularly tortuous roads.
A ‘tandem’ master cylinder feeds both braking circuits separately, one serving the front pair while the other serves the rear. Rare though this safety measure is it also is augmented by a dashboard indicator which gives warning of any loss of pressure, so that one can slow down before any malfunction becomes dangerous.
Finally there's a remarkable braking device not found even in Formula and other powerful sports cars; it is the pressure distributor which ensures balanced braking essential to both efficiency and safety.
Sensitive to the load imposed on the rear axle, it works as an automatic corrector, adjusting the effort applied to each wheel so as to maintain correct road grip.
This distributor also enables the driver to employ the ‘left foot braking’ technique which can save precious fractions of a second in competition driving.
Exceptional road-holding

The very precise layout of front and rear tracks in conjunction with wide radial tyres, the lowness of the centre of gravity achieved by shortening the springs, perfect weight distribution on the two axles result in a completely neutral behaviour (alterations to tyre pressures will make the Renault 12 Gordini a light oversteerer or understeerer at will), the anti-roll bar, front-wheel drive…all these units combine to give the Renault 12 Gordini roadholding which, without exaggeration, can be described as outstanding… If you come across a car that grips on any surface whether smooth or bumpy, slippery or dry, you can be sure it’s a Renault 12 Gordini.
Perfect visibility at all times

It’s guaranteed by a very large window area of 24.4 sq.ft. (2.27 m2), by thin raked windscreen pillars and a huge heated rear window. There’s a wing mirror as well as an interior one. The electric screen washer is fed from a 2.3 pints (1.5 litres) reservoir. The two-speed wipers sweep practically the whole area of the windscreen.
Perfect night vision is guaranteed by four headlamps including two very powerful Q.I. driving lights.

Re: Istoria Gordini
 

Aggressive beauty

The Renault 12 Gordini is designed to grip the road with all four wheels. Its fall-away bonnet and well raked windscreen assist penetration. It has the streamline profile and smooth underside of cars designed for competition driving. Look – even at rest it seems ready to shoot away and eat up the miles. Its all-steel bodywork designed for competition driving is made up of an extremely strong and rigid floor frame (which in itself amounts to a true chassis) in one with a lightweight but very firm body highly resistant to the most severe torsion or bending stresses.
Furthermore, the chassis-bodyshell includes very efficient strenthening members, particularly in places where it is necessary to protect the mechanical units from direct or indirect blows.
Finally, it offers passenger space with ample room for four people.
French Racing Blue with White bands: these are the colours reserved for the Renault 12 Gordini. But you can also choose for yourself one of the other colour schemes available.

Re: Istoria Gordini
 

A sports car: confirmed in every detail

Don’t look for gadgets in the Renault 12 Gordini: we have cut out everything that’s superfluous – including excess weight!
The driving position is rational and comfortable. The dashboard displays the same functional beauty and the same basic elements as those of the normal Renault 12 saloon. But sports and competition driving demand something more; hence the electronic rev-counter, the trip-mileage recorder, oil pressure and oil temperature gauges, the dual braking circuit pressure warning light. The covered steering wheel offers very direct steering (total reduction ratio 15.5:1).
The seats are light but comfortable, guaranteeing long drives without fatigue. The two separate front seats, mounted on slides, adjust to your leg-length. The rear bench seat is upholstered with ultra-light polyurethane foam.
The handbrake can help in competition driving. It comes easy to hand to enable you to slide the rear wheels, when rounding tight hairpin bends, for instance.
The wide-rimmed wheels are made of aluminium.
The shock absorbers are simple in construction and very efficient: 2 very strong over-riders. Furthermore, there’s a host of anti-shock precautions: 3-point safety belts, a padded bendable dashboard, articulated steering column, Triplex windscreen, well upholstered fixed backrests.
To save further weight we have stripped the Renault 12 Gordini of its door trims (interior handles replaced by straps), all elbow rests, as well as the boot mat and the rear carpet. And to save time on re-fuelling we have increased the tank capasity to 19.8 galls. (89 litres), the maximum permitted under sports rules – and have widened the filler pipe and cap.
Even the most cumbersome pieces of rally gear can be comfortably stowed and easily got at in the large and very accessible boot.
The heating/ventilation system is the same as that of the normal Renault 12 – in which its excellence has already been proved.
To save weight, to save seconds and to gain the friendship and confidence of the sports driver – that’s what the Renault 12 Gordini sets out to do by every means in its power.
Give it a road-test – it deserves it!

Re: Istoria Gordini
 

am gasit si eu aceste specificatii mai demult..
interesant k aflam mai multe de aici, decat ceea ce auzim de la unii, altii.

discurile alea spate si ventilate fata sunt interesante rau:D
circuitul dublu de frana....these are a must 4 Gordini styled 1300's Dacia :D:D:D

Re: Istoria Gordini
 

ar fi ceva deosebit sa vedem niste cerculete facute de un 1300 sport,spor la lucru SGM-ule,sper sa gasesti sacul cu bani.Si pt restu scuze k sunt off-topic,dar trebuia sa il felicit.

Re: Istoria Gordini
 

unde gasesc dimensiunile pentru dungile albe gordini?
le gasisem odata, dar acum...

Re: Istoria Gordini
 

uite aici ;)

Re: Istoria Gordini
 

este adevarat aceste motoare au existat si au fost puse pe unele masini care au participat la cursa de 24 de ore de la Le Mans din 1968 "The Renault-Gordini V8 engine that powered the Alpine A220s was disappointing, giving no more than 300hp (220kW)" sa intelegeti mai bine uitati-va la Official Results, Not Classified, Did Not Finish. Toate informatiile le gasiti pe http://en.wikipedia.org/wiki/1968_24_Hours_of_Le_Mans

Re: Istoria Gordini
 

Sincer mi-a placut chestia cu gordini , cel mai mult imi place renault gordini R12 .

Se vede ca sunt si pasionati de masini care chiar stiu cate ceva despre vechea dacia , bravo voua baieti .

Re: Istoria Gordini
 

Stiu ca e un topic vechi, dar banuiesc ca nu are rost sa deschid altul. In plus aduce informatii noi despre Gordini destul de folositoare.
Peste tot am auzit afirmatia "Nu exista Gordini fara chiulasa crossflow" insa din greseala am dat peste motorul asta
http://media.photobucket.com/image/g...o/DSC03350.jpg
Fara crossflow si zica-se ca e un Gordini, sau cel putin modificat de Gordini. Primul gand a fost "N-are crossflow" dar dupa cateva cautari am descoperit ca de fapt a umblat mana lui Amedee pe acolo.

Detalii
- 4 in linie
- 1433 cm3 (derivat dintr-un motor de Fiat 1100)
- alezaj x cursa 78 mm x 75 mm
- aspirat
- 2 valve pe piston
- ax cu came in bloc
- 2 carburatoare dublu corp
- raport compresie ???
- putere 110cp la 6000 rpm
Pentru un motor facut in 1948 cred ca e o mare realizare. Chiar si comparativ cu modele mai noi (motoare 1.8 - 2.0 care au in jur de 116 cp, ce-i drept mult mai fiabile dar nu asta e ideea).

Ulterior (mai exact in 1950) a aparut un alt model de 1491 cm3
- 4 in linie
- 1491 cm3
- alezaj x cursa 78 mm x 78 mm
- 2 valve pe piston
- raport compresie ???
Doar ca aici apar 2 axe cu came in cap (deci mai mult ca sigur e crossflow) si 1 compresor cu ajutorul caruia dezvolta 164cp la 5400 rpm. Acesta fiind construit integral de Gordini.

In 1952 la Formula 2, motorul ramane aspirat si dezvolta 110 cp la 5200 rpm.
In acelasi timp tot la F2, dezvolta un nou motor doar ca acum are 6 cilindrii cu o capacitate de 1989 cm3 (75 mm x 75 mm) si dezvolta 155cp la 6000 rpm.
In 1954, capacitatea creste la 2473 cm3 (80 mm x 82 mm) si puterea dezvoltata este de 220 cp la 6000 rpm.
Intr-un final, Gordini isi incheie cariera in F1 si F2 in 1956 cu un motor format din 8 cilindrii, cu o capacitate de 2480 cm3 (75 mm x 70 mm) ce dezvolta 256cp la 7300 rpm, masina F1 de 650kg putand sa atinga 260 kmh.

Am cautat si ceva detalii despre baza motorului 1433 cm3 , cel de Fiat 1100 si se pare ca acesta dezvolta initial cam 40 cp.
Atasez si poza cu motorul fara crossflow.

Re: Istoria Gordini
 

Eu sincer sa fiu, cautand pe Mecaparts, am dat la sectiunea Renault 8 Gordini, am vazut o galerie de evacuare, care s-ar fi potrivit pe un motor cu totul intr-o parte, si ar fi semanat la prindere cu cea de Dacia 13xx. Deci, dupa cum spui si tu, au existat motoare facute de Gordini care nu au fost cross-flow.

Re: Istoria Gordini
 

Nu ai vazut bine, la sectiunea R8-R10 R etc sunt piese si pentru R8 non-gordini si pentru 4CV si pentru Dauphine, care nu au motoare gordini. Pe gama renault (8, 12, 17) au fost doar motoare crossflow.