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.