Late R10 Engine specs question
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Thread: Late R10 Engine specs question

  1. #1
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    Default Late R10 Engine specs question

    Hi Renault Fans

    I have recently found a late R10 engine. 688-02 890594.
    It has an eight port head and 10S size valves. Does anyone know what compression ratio these engines had and whether the 10S cam was fitted to these engines?

    With the engine was a 10S inlet manifold with a solex carby on it. Does anyone know whether this was original on the late 10 engines?

    Thanks
    Rob

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  2. #2
    1000+ Posts renault8&10's Avatar
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    The 10S engines were 689 I think, it is possible someone could’ve changed the head ( and maybe the cam) over the years.
    I’d doubt they were fitted that way from the factory and still have a 688-02 tag.
    KB


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    What sort of Solex carby, it sounds like an odd combination with a 10S manifold? Besides being a very late 10 motor.
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    Maybe an older 8-port head R8 inlet manifold has been bolted onto a 10S head, like mine.

    If the original carbie is with that manifold, a 32PDIST, it would have hot air pipes to the choke, not two water-heated rubber hoses. The 956 cc early R8s with the 8-port head had an inlet manifold that looks the same as a 10S, except it lacks the big hole at the top for the Weber 32DIS carburettor used on the 10S.

    Sounds like a common set of bolt together modifications.

    Cheers
    JohnW

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    Hi
    Carby top is missing but it has rubber heater hoses. I thought I had read on AF that the very late 10 engines had eight port heads and bigger valves. I have taken the head off and measured the valves pretty sure they are bigger than standard. But I have not read anything about comp ratio or cam on these late engines.
    rob

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    1000+ Posts renault8&10's Avatar
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    I don’t think that applied to the std 688/02 engines though robere.
    The cynical amongst suggest that to clear the last of the R10 shells the marketing dept dreamt up the 10S, but they used the euro 8S spec engine (689/02 I believe) and some local parts bin parts to create the car.

    One of the difficulties of “internet diagnosis” is that the cars could have been molested and modified over the last 50 odd years (minus a few in this case). Clear photos can often help those sleuths see key pieces that might help ID a particular item.

    I think you’d have to work out if you have an early 8 port head or 10S head to have any chance of guessing the compression ratio, even then if the head has been shaved? Maybe measure the head thickness?
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    KB


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    1000+ Posts geckoeng's Avatar
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    Hi Rob,
    The problem with these cars, is the myth surrounding what would make the motor "hot".

    Many cars had R12 1300 heads put on them in the belief that the 8 port head gave better performance. Not so. As going to the 1300 head gave lower CR and manifolds didn't work well. The R10S cam was so mild that you would not feel it if you fitted one. And the motor require "air" so a Weber and inlet manifold is a must.

    The motors need at least 9.5:1CR. It needs a cam of at least 265-270 degrees duration (measured properly) and not Ford high lift profile. Some better than 688 valve springs. It needs a R10S Weber inlet manifold, at least, better is the R12 Weber manifold. And most important of all is a long 4to1 or tri-y exhaust system. (Frans has discussed). And to finish off a good cold air supply to the carburetor.

    Now you will be able to feel the difference. Read what Alconi in South Africa used to supply in their Renault showroom cars. Google is a fantastic tool.

    Ray
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    Ray geckoeng

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    Too many posts! JohnW's Avatar
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    Measure the combustion chamber volume.
    JohnW

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    Quote Originally Posted by robere View Post
    Carby top is missing but it has rubber heater hoses.
    So if it is a 10S (twin choke) manifold, how many barrels does the (Solex) carby have?

    As usual with these questions, without pictures, they just turn into a very long fishing expedition............
    geckoeng likes this.
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