R12 Specs
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Thread: R12 Specs

  1. #1
    Fellow Frogger!
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    Default R12 Specs

    Looking for some help, I have an R10 with R12 engine, 842-01 is the capacity 1289cc
    Regards,
    RC

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  2. #2
    1000+ Posts renault8&10's Avatar
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    I believe so, Yes.
    There was a smaller R12 engine (a sleeved version of the 1289) but I think it would have used a different code.
    847 is a 1397cc engine

    There was a list I found googling engine codes, probably also on here too?
    KB


  3. #3
    COL
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    Quote Originally Posted by RENOSPRITE View Post
    Looking for some help, I have an R10 with R12 engine, 842-01 is the capacity 1289cc
    Regards,
    RC
    Its 1250 cc.

    Heres a link with R12 specs Quick Reference - Maintenance Data Renault 12
    Regards Col

    1973 Renault R12 Station Wagon
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    http://alpine-a110.weebly.com/

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    Hi Roger
    I noticed your post on the 12 engine thanks for that 1251 in the rear end of a 10 should still be a good performer. Same engine I had in by 73 12 GL. Now 8 need to have the experts advise if I go with twin weber 40 DCOE carbs and wher to find inlet manifols.
    And Col thank you for your info. Had a look at the site you linked in pretty comprehensive stuff. Appreciate the feedback.
    by the way I am new to this site as I am about to become the new owner of a 68 10 same as my first car back in 1973 a 89 10 followed by a 12, 15, 16, 17, and two Fuegos . I will definitely be looking for some expert advice and guidance. Cheers Rob Caris

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    Don't forget that the 842-01 and 842-05 motors were for the Australian assembled cars only, and that most are likely to have been rebuilt at least once in their lives. Given that the 1,289cc piston liner kit was the usual replacement, if they have been rebuilt most are now likely to have a few more CC's than stock.
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    Hi Simon
    I suppose that's a big possibility but there is no way of confirming this unless I try and investigate back to the prior owners ..
    It really doesn't matter for now I am just pleased I have the Reno to look after and tinker with. Thanks mate

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    1000+ Posts renault8&10's Avatar
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    Probably just good advice that next time you need to take the head off for any reason (or rebuild the motor) to measure the diameter of the liners and get the piston size. If we're talking about the white R10 with the red stripe, I know the last two owners and I don't think either of them rebuilt the engine during their ownership. I suspect that line of enquiry will draw a blank.

    I think there would be little horsepower advantage between 1250, 1289 and 1397 engines. The smaller engines are usually considered better as they are better balanced and rev harder. I had mine on a chassis dyno (1397) against someone with a 1289, both worked engines and the difference was 0.8hp. Same dyno, same day 10mins or so apart.
    KB


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    I would only fit twin 40 DCOE's if I was building a really racy motor. For most "warm" road applications, a single DCOE or a twin choke down draught is quite suitable. For the down draught option, inlet manifolds are more readily available, ex R12TS, R10s, etc. with the best d/d carb option being 36DCD, or 28/36DCD (ex pre-crossflow Cortina GT). these carbs are more easily tuned as they have removable choke tubes which are available in various sizes.

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    1000+ Posts renault8&10's Avatar
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    I would agree with that 100%. I went down this route 12-18mths ago and could not find any twin weber manifolds commercially available except the slight chance of one in south America which were not only hard to get but would have worked out extremely expensive ($1000US was quoted). I looked at several options locally to be fabricated and ended up with a combined inlet/extractor setup which was the best part of $2000 on the car. The cost, effort and hassle involved is not worth the benefits obtained.
    KB


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    Quote Originally Posted by renault8&10 View Post
    I would agree with that 100%. I went down this route 12-18mths ago and could not find any twin weber manifolds commercially available except the slight chance of one in south America which were not only hard to get but would have worked out extremely expensive ($1000US was quoted). I looked at several options locally to be fabricated and ended up with a combined inlet/extractor setup which was the best part of $2000 on the car. The cost, effort and hassle involved is not worth the benefits obtained.
    But geez KB, it looks bloody great!
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