Renault's iconic R8 Gordini : Small Package. Big Fireworks

The Renault R8 Gordini is a little car that took big scalps on the South African racing scene in the late 1960s. We get to drive a superb example of this iconic French car.

Words: Wilhelm Lutjeharms

Images: Duwyne Aspeling

“Sideways Scheckter”, the nickname given to South Africa’s sole Formula One world champion, was earned behind the wheel of one of these little cars. The sight of Jody flinging his modified R8 Gordini around local racing circuits was a familiar one during the late 1960s and the little Renault chalked up plenty of race wins as it took on Alfa Romeo GTAs, Mini Coopers and Ford Escorts in the modified saloon class. 

I must admit it wasn’t a fascination with these golden years that first piqued my interest in the R8 Gordini; credit must go to a much later model. That one also carried a Gordini sticker, but was more of a respectful nod to its ancestor than an actual Gordini.

History

As a big fan of the high-revving, naturally aspirated, early generation RenaultSport Clios, I was intrigued by this moniker when the limited-edition Gordini version of that car was released in 2011. A little research pointed to Italian Amadeo Gordini, a racecar driver and tuner known as Le Sorcier who was employed by Renault during the 1960s and ‘70s to breathe some magic into its models. The legendary R8 was one such example and my interest in it grew to a point where a phone call was made to the WP Renault Club. Was it really that special? I had to find out. 

Fortunately, a member of the club owns an example and, within a few days, on a particularly cold Cape winter morning, we meet at the tight and twisty Bain’s Kloof Pass outside Wellington. 

Typical of European sedans of this vintage, the R8 Gordini is small when compared with modern compact sedans. The engine is also in the “wrong” place. Open the bonnet and you’re greeted by a black fuel tank, wiring and the battery. The former is a 25-litre auxiliary tank, placed there to improve mass distribution, because at the rear is the main 38-litre tank ... and the engine. 

A long strip of vents on the boot above “Renault” lettering gives away the location of the powerplant, which is a very compact unit and there’s plenty of space in the bay. A mechanic’s dream, you get a perfect view of the manifold, air filter and the big “G” on top of the engine head cover. 

Although this particular car was refurbished 17 years ago, it’s meticulous throughout, from period alloys to the spartan black interior and small bucket seats. It looks perfect.

Behind the wheel

Opening the door indicates how light this car is – it only takes a couple of fingers to swing ajar – and it was this element that contributed to the Gordini’s on-track success. Its 77 kW 1,3-litre engine had to propel a vehicle weighing just 855 kg, fully fuelled. 

Automotive ergonomics have developed in leaps and bounds over the past five decades but, despite that, my lanky frame fits fairly comfortably behind the wheel (which is smaller than the original). Taking my time to familiarise myself with the R8, I notice the steering column is short and the dashboard so shallow that I sit very close to the windscreen. Being this close to the controls has its advantages, though: I feel instantly connected to the car. 

A quick turn of the key brings the engine to life and a few pulses on the throttle pedal produces a distinctly coarse sound from the exhaust pipe. It’s clear this little engine enjoys being revved right through its range. 

Once underway, I find the gear-box tricky to master – during the first few minutes, my shifts are clumsy and I require a couple of attempts to select the right ratio. However, it’s not long before I start moving up and down the gearbox with confidence and, as the clear-sighted corners of this Western Cape pass loom ahead, I start to get a feel of the car. 

Depress the throttle in second gear and engine pick-up is instant. Soon the piercing engine sound at 6 500 rpm indicates I should select third gear. On this stretch of road, straight sections of asphalt are in short supply and I’m required to regularly jump on the brakes to scrub off speed before turning into the challenging corners. The steering feels direct and provides more feedback than I’ve experienced in any recent modern car. 

Feeling increasingly “plugged into” the little Renault, I find a rhythm through the succession of turns, all the while the front- and rear independent suspension (coil springs with telescopic hydraulic shocks) inform me exactly what is happening at each corner of the car. Sitting close to the road surface with those alloys tucked deep into the wheelarches, the Gordini feels planted and nimble. Thanks to its remarkably small mass, you can brake late into corners and change direction in an instant. 

CAR magazine tested a Gordini for their January 1970 issue and recorded a 0-60 mph (0-97 km/h) time of 10,3 seconds (and 7,3 seconds for a X-128 race car tested in their July 1967 issue), but that relatively benign figure isn’t representative of the sensation of piloting this car. It’s an utterly absorbing and concentrated experience. 

After a few more runs, I park the car at the top of the pass, open the door with the delicate lever and unfold my 1,87-metre frame to get out. What a genuine thrill it has been to drive the R8 Gordini in exactly the way its makers intended. It’s a testament to the French car-maker’s ability to build a compact car that’s enormously fun to drive, a wonderful legacy that survives to this day. 

Specifications:

Model: 1970 Renault R8 Gordini

Engine: 1.3-litre, four-cylinder, petrol

Power: 77 kW at 6 750 rpm 

Torque: 116 N.m at 5 000 rpm 

Transmission: 5-speed manual, RWD

Weight: 855 kg

0-97 km/h: 10.3 seconds (tested by CAR magazine)

Top Speed: 175 km/h