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XU1s were 186 and 202, the smaller engines were for the GTR.173 = 2850cc
186 = 3048cc
The LC had 161 and 186 options. The LJ had 173 and 202 options.
XU1s were 186 and 202, the smaller engines were for the GTR.173 = 2850cc
186 = 3048cc
The LC had 161 and 186 options. The LJ had 173 and 202 options.
Well, 54 years for the 4CV and I've just finished the last project. It's only 47 years for the R8. Party-time in 2023!Maybe a slightly eccentric WA person who keeps driving backwards and forwards across the country in old Renault’s he’s owned for the best part of half a century?
Might be worth documenting his travels over the decades. Perhaps the WA Alliance could take up the challenge. Perhaps share a journal with a well known ex South African engineer on his African continent journeys al la the carey’s “Kiss me, it’s very terrible” book.
Does that mean that these books will soon appreciate in price?I was told this morning the RCCA only has three copies left .
So, if you were on the fence before now is the time to act.
We may do a smaller print run if there is enough interest. Once those three are gone, you can leave EOI with the editor on that same email address on page1. If we get say 10 “orders” we’ll print another 20.
The LC had CD150 Strombergs and the LJ had CD175. LC engine number had a 186X prefix followed by the rest of the number. The’71 homologation or”Bathurst Special “ had a CK prefixThe LC GTR-XU1 had the 186 (2850) engine and the LJ had the 202 (3300). Both models fitted with triple Stromberg Carburetors.
Ha, pretty well actually and thanks for asking. What I haven't done is an extensive Renault section yet. Next matter, apart from tidying up and editing, is how to produce it. I might do a separate Renault volume, come to think of it.How’s that book coming along JohnW?
it‘s 2023 after all!
I realise this is an old post, but I recall reading somewhere that at least one of the top drivers ran twin 50mm, dual throat, sidedraught Webers, with one carby having one barrel blanked off. Apparently the rules stated the engine had to retain 3 carby throats, the same as the original XU1 was designed with, so this was a way around the rules while utilising a better design of carburettor. Can't recall the class of racing this was in however, whether it was touring cars or rallying?The LC had CD150 Strombergs and the LJ had CD175. LC engine number had a 186X prefix followed by the rest of the number. The’71 homologation or”Bathurst Special “ had a CK prefix
The LJ had a JP prefix followed by the 6 digit number. Mine was JP167400. The 72 homologation was a JP2…. 73 was JP3….. with the homologation being JP3&4 numbers
The block had a higher nickel component apparently.
No matter KevinSorry Ken,
I’ve tried to go back in and edit the post to remove those details and make it obvious it is sold out but can’t seem to edit. Does anyone know how? If not, I’ll contact the admin.
in the meantime, I will contact the relevant committee members and see what I can do re your “donation”. I’ll contact you offline. Leave it with me for a few days.
Kevin
I think this was start of '72, CAMS ATCC. When they went to Group C rules in '73 they used both barrels.I realise this is an old post, but I recall reading somewhere that at least one of the top drivers ran twin 50mm, dual throat, sidedraught Webers, with one carby having one barrel blanked off. Apparently the rules stated the engine had to retain 3 carby throats, the same as the original XU1 was designed with, so this was a way around the rules while utilising a better design of carburettor. Can't recall the class of racing this was in however, whether it was touring cars or rallying?
The carby settings you refer to was for 73 onwards. Production Touring Cars i think. Induction was changed from standard and open exhausts were allowed.I realise this is an old post, but I recall reading somewhere that at least one of the top drivers ran twin 50mm, dual throat, sidedraught Webers, with one carby having one barrel blanked off. Apparently the rules stated the engine had to retain 3 carby throats, the same as the original XU1 was designed with, so this was a way around the rules while utilising a better design of carburettor. Can't recall the class of racing this was in however, whether it was touring cars or rallying?
I'm guessing here, most likely has to do with the rules. I think the XU1 came out with triple SU or Stromberg carbies. The Weber DCOE have two throats so no doubt an adapter was made up from the standard manifold to Webers. So one Weber DCOE used both its throats and the other only one of the throats.The carby settings you refer to was for 73 onwards. Production Touring Cars i think. Induction was changed from standard and open exhausts were allowed.
It was Brock who used the Webers with one throat closed off. They were apparently taken off a Cooper Climax. I don’t know why they were closed off as i have seen several 202’s with Webers or Dellortos etc.