The Renault company was founded by the brothers Louis, Marcel and Ferdinand, on the initiative of the first in 1898.

“Recent Renault logo”

-Louis settled into a small workshop in Billancourt to build cars.

-In 1908, an air-cooled, four-cylinder V appears and it is specially designed to be applied to airplanes. The V was at 90°, and the engine had reduction gear and a reinforced camshaft to support the propeller at the front.

-Louis was the one who was most prepared for the design and mechanical realization.

-Ten years later, in 1908, he adapted a couple of his car engines for use in aviation, making them lighter.

“Adapted Renault car engine”

“Another adapted Renault engine”

“Renault 4-cylinder Vee”

-In the beginning it gave 35 CV, but the following year with larger cylinders it already gave 45 CV. Until that moment, the engines had a flywheel.

-The next engines would be the V8s. They were important engines as they were constantly applied in aircraft such as the Farman 7, 11, or the Breguet Br M5.

“Renault V8”

-The V8 was characterized by being faired most of the time.

-But as it was an engine which could be used as well for puller as for pusher applications, it could be installed in the rear part of aircraft.

“Renault V8 y V8C”

-We have several views of the V8, which was an important Renault engine as it was produced in quantity. We have seen the carburetor under the front part and above the engine.

“Renault V8C, front view”

“Renault V8 with updraft and downdraft carburetor”

-As we can see below, the downdraft carburetor appears above the engine fairings.

-In pusher position, it was installed at the rear of the plane, and a large fan was used to contribute to cooling.

“Large fan shell”

“Renault V8, schematic drawing and side view.”

-We also can see that it has a gearbox.

-The cylinders are held by four studs to the block and a crosshead on the head distributes the load over the entire assembly.

-On these engines, the De Dion Bouton and Airdisco would be based.

-DeDion Bouton engines keep the crosshead system, clearly visible on them.

“Fairingless Renault V8 with dual fan”

-We recently received a photograph of the Renault V8.

-The V8 that initially gave 30 CV, already reached 80 CV with the C model. Then during the Great War in which these engines were manufactured, they continued to increase their power. On the Farman 7 they gave 70 CV, and on the Farman 11 they gave already 100 CV.

-The water-cooled Renault V8 made a jump in 1917, it gave 190 CV. Among others, it was installed on the Dorand AR1.

“Water-cooled Renault V8”

-Another improvement was placing the camshafts on the cylinder heads. The power evolution was 180 CV with the 8G. The 8GA from 1916 gave 150 CV, and the 8Ge, 190 CV. On the illustrated Ga we see the air ducts for the starter and the distributor on the left camshaft.

“Renault V8Ga”

-The licenses for the air-cooled V8 were sold to RAF and Wolseley. (see).

“Renault 200 CV”

“The 200 CV Renault, front and rear view”

-Regarding the V12, Renault made one in collusion with Mercedes and it was known as the Renault-Mercedes V-12 with the V at 60°. It delivered 200-250 CV.

“Renault-Mercedes V12”

-With the experience of air-cooled V8s, it was logical that the air-cooled V12 version appeared.

“Another V8, in puller position”

-The design and architecture were identical to the V8 -including the crosshead on the cylinder heads-. The rear fan was in the same way to fulfill the mission of sending air to the engine that is in a difficult position.

“V-12 cooled by forced air”

-For a while, productions of air-cooled and liquid-cooled engines ran in parallel.

-We see two more air-cooled V12 engines. The first at the Museum of Brussels, with the detail of the magnetos installed at the front (or at the rear in pusher position).

“Renault V12 “pusher” in Brussels”

-The second one shown is the one on display at the Old Rinnebeck Museum in the United States.

-We see that the platforms for the two magnetos of the latter are empty, that is, lost.

-Another detail: in the Brussels V-12 engine the exhaust ducts are oriented towards the propeller as it is a pusher.

-The one in the United States, the other way around, the exhaust ducts are directed towards the opposite side to the crankshaft outlet, so it is a puller engine.

“V12 of the Old Rinnebeck”

-The first air-cooled V12, from 1913, was a 130 CV faired version.

-The liquid-cooled V-12s started with the Renault 12A. It gave 200 CV. In 1915 appeared the 12Ab with 220 CV.

“Renault 12a, installed”

-Of the 12Ab there was the 300 CV version with a large muffler, larger than regular. In addition, it gives the impression that the last section was a flame arrester (night flight?).

“Renault 12Ab”

“Another 12Ab”

-On the latter V12ab we can see a double output of the flame extinguisher, so it will not leave a sign in night flight.

-During the following decade of the 1920's Renault would have the V12 as the main production line, and the most significant one.

-By the model classification letters, in addition to the year of manufacture, we have the following order:

-In 1915, from the V12s there was the 12F model with 250 CV, followed by the 12E and 12Fe, with 250/300 CV.

“Renault 12F”

“Renault 12Fe”

-These first F and Fe appeared in 1918 right at the end of the first world war.

-They were liquid cooled and had a direct output to the propeller.

-We see the water pump at the lowest level of the engine.

-The carburetors are also updraft and there is one on each side of the engine, supplying its row of cylinders.

-The camshafts are on the cylinder heads.

-Today this system would be called OHC, “Over Head Camshaft”.

-Another view of a 12 Fe is offered, but with two carburetors per side and with the exhausts sticking out above the engine.

“Renault 12Fe”

“Renault 12 Fe illustration”

-The 12V that gave 300 CV Renault was the 12Fe. It had a starting handle at the rear.

-In 1917 they used a Rateau turbocharger on a 12Fe for the Breguet XIV, becoming known as the 12Fex whose engine plant includes a front hood, and which we see without this hood in the upper picture below.

“Renault 12Fe”

-The 12Fex gave 280/300 CV (320 CV at 1,600 rpm). Next to it is an original intercooler.

“Fex on Breguet XIV”

-We have seen the intercooler both on the right and on the left side.

-The following 12FCx also had a Rateau turbocharger but it gave 300 CV.

-There is no information about the 12G, 12Gdy. And neither of the H, Hg, etc.

-The J series began in 1920, and we can state that between 1926 and 1929, the J series had the Ja models, giving 460 CV.

-The 12 Jb gave 500 CV, the Jc 540 CV, and the Jbr delivered 500 CV.

“Renault J”

-The one in the illustration has two carburetors per side, and it has a direct output to the propeller.

-The next one has a double carburetor on each side, as we see in the illustration below.

-And there is an interconnection by rods between the carburetors and the accessories area.

“Renault 12 J”

“12 Ja, 460 CV”

“Renault Jbr, geared”

“Renault 12 J front view”

-In the front view of the J shown above we can see the gearbox, the hollow shaft, and by the position of the carburetor, elevated, with 180° elbows we suspect that it is a "cannon engine".

-A little later we have received the following illustration in which we see the weapon placed between the cylinder blocks and well directed towards the hollow propeller shaft.

“Renault cannon motor”

-At the same time that the J's came out, the almost identical K's did. Towards the end of 1919, the 12 H came out delivering 450 CV.

-The following models bring us to the years to follow like the 12 Kd of 1924 and the 12 Kg of 1926 giving 500/560 CV.

-The 12Kh gave 590 CV and the 12Kl of 1926 delivered 550 CV.

“Renault 12K”

“Renault 12 Kd at the Snecma museum”

“Renault 12Kg”

-As in the previous models -and later ones- the K series also had its geared version.

“The geared 12 K version”

The 12Ma that gave 700 CV had a direct drive and a geared version.

“Renault 12Ma”

“Renault 12Ma, geared”

-Making an aside in these important years of Renault engine development, in 1924-25 they participated in the French "Grand Endurance" competition with the engines, "Number 1" and "Number 2".

“Grand Endurance Nº 1”

-Number 1 had direct output and number 2 had a gearbox.

-It was a time of competitions, like that of Deutsch de la Meurthe, in which engineer Chaumont made a family of inverted 6-cylinder engines, derived from the 4 inverted cylinders that would appear around 1927 and that we will see later.

-Before, we should also refer to the Schneider Trophy, in which Renault also prepared engines such as the 500 CV 12Drs in 1933 and which would become an engine for fighter aircraft.

“Grand Endurance Nº 2”

“Renault 12Drs”

“Renault 12Drs”

-Or the 650 CV 12Xs with reduction gear and a two-speed supercharger.

“Renault 12Xs”

-But the engines destined for the trophy, especially lately, reached 1,500/2,000 CV and are the most interesting ones.

“Engines between 1,500/2,000 CV”

-There were versions like the ones we see in the below double illustration. They had all the accessories of the time to obtain maximum performance, that is, reduction gear and supercharging. It would be known as the “Moteur de Grand Puissance et de Course, model 12NCR”.

-Now, with better images we repeat the 1,500/2,000 CV engine, the largest ones made by Renault.

“Renault 1,500/2,000 CV”

“Angled rear view of the 1,500/2,000 CV Renault”

-We can see the imposing supercharger.

-There are two carburetors behind the compressor, one for each line of cylinders. It has four valves per cylinder.

-As the previous mentioned name was very long, they became known as "Renault Schneider".

“Renault Schneider, at the MAE in Paris”

-The 12NCR is considered an imposing engine, a 12-cylinder Vee, liquid cooled, with cylinders of 150 mm in diameter by 145 mm of piston stroke, that is to say “oversquare” or "short stroke".

It had a displacement of 30.7 liters.

-The motor rotated at 4,000 rpm and the propeller depending on the one that was attached, at 1650 rpm or 1850 rpm. At 4,000 rpm it produced 2,000 CV and at 3,000 rpm it maintained 1,600 CV.

-Due to its low weight the weight/power ratio was extraordinary: 320 grams per CV.

-In 1932, the 18W, a triple-row engine (like the Lorraines) was officially approved at Chalais-Meudon.

“Renault 18W”

-For a nominal 700 CV it could evolve to 850 CV. Its 18 cylinders were fed by a mechanical centrifugal compressor, whose turbine rotated five times faster than the crankshaft, that is, at 10,000 rpm. (for 2,000 crankshaft).

“Renault 18W, type 18Jbr”

-In 1933, the Renault company offered a range of light, medium and high-power engines, such as those in the following advertisement and of which, up to now, we have only dealt with the largest ones.

-There was a V16 and later those of V12T which we will see.

-The 7a was a radial engine with seven cylinders giving only 100 CV, and was built in the year 1930.

-And with minimal differences there was the 7b with 120 CV.

-In 1930, the 9-cylinder radial model 9a gave 250 CV and differed depending the series, as we can see, the double ignition is located on the front box of the engine.

"Renault engine ad"

“Renault 7a, 100 CV”

“7-cylinder radial, 7b”

-In the illustration of the 9a it seems as if there were two Delco type spark distributors. The ignition harness is included in a circular conduit in the front part of the engine with wiring outlets at the height of each cylinder.

“Renault 9a”

-The 9b model, from the year 1930 gave 250 CV as well. It looks the same as the front view of the other engine but with two magnetos, instead of Delcos.

“Renault 9b”

-In the order of power, the next one is a 350 CV, the 9ca, from the year 1933.

-It is described as a "Heavy Duty" engine, capable of withstanding heavy work.

-It has the thru-stud type propeller hub that is usually used for wooden propellers.

-The exhaust ports, as on previous models are at the front, therefore the manifold should be of the front ring type as well.

-We can clearly see the small oil pan or small tank that collects the oil in the lower part of the central block. and trhough scavenge pumps this oil flows to the main separation tank.

“Renault 9 Ca”

-In 1934, a leap in power was made with the new 9-cylinder radial engines.

-They were the 680 CV 9Fas.

-The following year, in 1935, the 900 CV 14 Fas appeared.

-It was composed of two 7-cylinder rows.

-The cam plates of both rows are in the front part and just as the rods of the front row work with a moderate angle, those of the rear row have a strong inclination.

“Renault 9 Fas”

“Renault 14 Fas”

-The power of the 14-cylinder engines would increase to 1,000 CV.

-The 14 Too version reached 1,020 CV with reduction gear and supercharger.

“Renault 1000 CV”

“Renault 14 Too”

“Renault 14 TO-1”

-Towards 1927, the Renault company, like other similar ones, started a new line of engines aimed at tourism aviation with 4-cylinder and 6-cylinder in-line engines. First it were upright and later inverted engines: the 4P and the 6P. To mention here that when Clerget, Blin et Cie. was dissolved, Renault acquired the rights and designs. The first upright engine was the 95 CV 4Pb, which appeared in 1930.

“Renault 4Pb, 95 CV”

“Renault 4Pb, 70-80 CV”

-The first version was less powerful with 70 CV at only 1,000 rpm and 80 CV of normal power.

-In those times it was no longer normal for engines to have their cylinders in an upright position, especially those with in-line cylinders.

-It was argued the lack of forward vision and the fact that the propeller was lower compared to the inverted cylinder engines. Therefore the following engines already had inverted cylinders. The two families of 4- and 6-cylinder engines would familiarly be called "Bengali".

-The 4 Pci was the first of these series with inverted cylinders.

“Renault 4Pci”

-The 4Pci that gave 100/110 CV was released in 1930 and homologated that same year.

-We also have it in outline.

“4Pci, schematic drawing”

-Like the 4Pdr, the 100 CV 4Pgi was also introduced in 1931.

“Renault 4Pgi”

-Several versions of these 4P engines were made before, during and after WWII.

-These were the Pdr, Pei, Poi, Po3, Prd, or Po5. After the war they were already built under Snecma.

“4Pei”

“4Poi”

“4Pdi”

-The 4 Pdi gave 145 CV at 2,350 rpm. The 4Pei was a more improved Bengali and delivered up to 150 CV.

-The 4Pei gave 140 CV, the same as the 4Poi, which is better known for being installed on the Stampe SV4C biplane aerobatic training planes.

-The 4Ps could go with a normal or acrobatic carburetor, but the latter with one restriction: when the engine was inverted, the constant level device in the carburetor tank was inoperative, a restriction valve with a tared orifice fell at the inlet that gave a fixed flow for “full engine”.

-So a Stampe in inverted flight with full throttle had a characteristic noise, it even seemed to work better. From the ground, when going upwards, the exhausts could not be heard and the whole sound was different, but very pleasant.

“Renault 4Po3” (PiP)

-Another feature of these engines is that they could have inverted scavenge pumps both from the rear and from the front in case the plane went up or down.

-We see the 4Poi's starting device. In its front part there is an assembly with a small compressor and a compressed air distributor.

-While the engine is running, a pressure tank is being charged. Later when the engine is stopped, opening an outlet will make the engine to start up.

-The distributor, at the end of the camshaft, sends the air to the corresponding cylinder.

-These engines would give way to the 6-cylinder ones, a logical evolution of the previous one. In fact, many more 6-cylinder than 4-cylinder engines were made.

“Renault 6Pdi, 180 CV”

“6Pdi”

“Renault 6Pdis”

“Renault 6Pfis”

-Another Renault, the 6Pfis, gave 300 CV at 2,900 rpm and 325 CV at 3,250 rpm.

“Renault 6Pfis”

-This engine has its history as it was the one that was installed on the Caudron plane that took part in the 2nd Deutsch de la Meurthe Cup that obtained an average speed of 389 km/h over a 200 kilometer circuit.

-In these above illustrations this great-diameter supercharger appears.

-The 6Pdis increased the power to 220 CV.

-The 6Pifs engine has a very long intake just below the engine running from the front of the engine to the supercharger inlet.

-It was presented at the 1934 Deutsch de la Meurthe Cup, it was below 8 liters, since it had a volume of 6.33 liters.

-However, the 1934 model surpassed the 1933 Caudron Renault in speed, 100 Km/hr.

“Renault 6Q”

-The 6Q engines were based on the 6P and came out in 1935. They were easy to identify by the lateral cast ribs.

“Renault 6Q schematic diagram”

-From the 6Q, with a nominal power of 240 CV, and derived from the 6Pdis, many series would come out, such as the Q00, Q01 to Q05, from Q08 to Q11, Q21, Q22.

-The 6Q10 for example, gave 230 CV and the 6Q01 delivered 220 CV. The Q series continued to be called "Bengali"

“Renault Q6” (PiP)

-Taking advantage of the experience of these competitions, two new series of air-cooled engines would be started: the 12R and 12S (and later the T). They were twelve-cylinder inverted-V engines.

-For the 1934 Deutsch Cup, an engine with this name was prepared, based on the 6-cylinder Bengali.

-It had a supercharger that rotated at a very high speed (26,000 rpm) and the power was 325 CV.

“Deutsch engine used in 1934”

-The 1935 Deutsch was more refined and gave 375 CV. The 1936 engine for that famous race was already an inverted V12, with a nominal 460 CV.

“Nice look of the 1936 Deutsch”

-The Renault engine used in the Deutsch de la Meurthe Cup in 1936 had twelve inverted V cylinders, with a superimposed gearbox, a large supercharger rotating at 28,500 rpm and delivering 450 CV. (Photo).

-The 12R had two groups of cylinders like those of the 6Q and the same crankshaft, placed in an inverted V and cooled by air as well.

“Renault 12R00”

-We clearly see the descendants of the 6Q by the architecture, including the ribs on the crankshaft block.

-The 12R00 gave 450 CV, as it was the head of series, thereafter they would easily increase the power.

“R00, front view”

“R01, rear view”

-In 1937, a 12R Special appears, with a larger supercharger and a big reduction gearbox to obtain 730 CV.

“12R03”

“12R03”

“12R, Special”

-The Renault 12R00 engine angled rear view, with mechanical supercharger. This engine gave 450 CV at 2,500 rpm and at 3,650 meters of altitude.

“Renault 12R00”

-The 12S series, possibly made during the German occupation, were derivatives of the Argus As411 and Argus As441.

“Renault 12S”

-So the 12S02 (As411) gave 440 CV, and the 12S00 (As441) delivered 500/575 CV. The 12S02 and 03 gave 450 CV and the 12S03-3H variant, 580 CV (also from As411).

-During World War II the Billancourt factory was bombed by the allies and production was interrupted.

“12S y T”

-Note that in this photograph of the 12S/T, the right main branch is “put or left” on top of the engine.

-They were manufactured between 1943 and 1949 and their powers varied between 580 and 600 CV at 3,300 rpm. They displaced 12 liters. The T was somewhat larger than the S, at least it weighed more, 385 Kg. instead of the 370 Kg. of the “S”.

-We allow ourselves a break to present an almost unknown Renault engine for airships from the early days and which is currently being reconditioned.

-It is a kind of version of the 4-cylinder from the beginning of the chapter, but with 6 cylinders and much more power.

-The power was very high, according to the engine plate, 600 CV and this can be confirmed because each carburetor is capable of supplying 300 CV, as its data says.

“Renault 6-cylinder, 600 CV” (NOT Le-Rhone)

-Another confirmation that it was made for airships is that the spark plugs are extraordinarily protected in order not to cause sparks outside, since the airships were filled with hydrogen. Is the engine a D34A?
Definitely, after being confused with LeRhone, it is a Renault. Confirmed on a 2012 visit.

-The spark plugs are practically encapsulated.

-As we know, in 1945, after the war, the national SNECMA company was created and Renault Aviation would be a full member of it in 1947.

-The Bengali models, especially, would continue to be used in general aviation, with Renault engines running still today.

From Appendix A2/6: From the Aerospostale company in Argentina, this Renault engine remained. (clearly a 12 in V, model 12Fe.  It has the typical water radiator used on the aircraft of that company.

-With 300 CV of power, it made the first attempt to cross the Andes from Mendoza, around the year 1920. But they did not manage to gain enough height and left the plane at the Rosario Aeroclub.

“Motor Renault”

-Finally the engine went to the Industrial School and there the technicians ran it in 1925. Later it ended up at the current Automobile Museum of the Higher Polytechnic Institute in the same city of Rosario.

-Below we show ads for the Renault company, from the early days of its air-cooled V-8 engine.

"And of the Renault V-12 of the year 1921"

-Regarding a doubt that appears in the LeRhone and Renault chapters on the identification of a 6-cylinder in-line engine that is in the Private Collection of "Enginys Mecanics" and of which we only had some foundry marks to identify it, now we have the ultimate solution.

“Information that led to confusion”

-The error or confusion created by the L-R symbol comes from the website of the “Conservatoire Aeronautique d’Aquitaine” that it is reproduced above.

-Finally, during the visit to the Safran Museum in April 2012 and with the Renault-Schneider engine open for restoration, we have verified the aforementioned marks but definitely related to "Louis Renault".

-Consequently, the engine that appears in the chapter Le Rhone, is a Renault that was installed in tanks B, B1-bis and B1-ter. It is therefore not aeronautical. (Oct. 2012).

“Cast marks on the Renault-Schneider”

-This engine is a large V-12, and of which only show the propeller hub, enormously heavy and with more than 35 cm in diameter, seems exaggerated.

“Renault-Schneider propeller hub”

From Appendix 7: We now know that the Bristol Coanda was powered by a 70/90 CV engine from Renault-Daimler (?). We insert an illustration of a rare Renault engine installation.

“Strange but interesting” (PiP)

-At the 1909 Paris Air Show, the Renault V8 shown in the following illustration was presented. It was air cooled and had a fan at the rear.

“Renault V8 of 1909”

-The construction detail of a cross on the cylinder head that joins the four studs was maintained for a time in Renault as we see in the V4 that was already shown in the main text and that we offer below together with the complete engine with its fan and fairing.

“The Renault V4 with and without fairing”

-This Renault gave 25 CV at 1,200 rpm. The weight of the engine was 115 Kg, which gives a very high ratio, compared to later ones of less than 1 Kg per CV.

-The 45 CV four-cylinder in-line engine is shown below in a schematic diagram.

“Renault in-line 4-cylinder” (PiP)

“Good Looking 500CV K-Model V-12”

-A curious photograph is the one below in which the three Renault brothers, founders of the brand, appear.

“The Renault brothers” (PiP)

-And then the air-cooled 90 CV Renault from the first period.

“Renault Vee-engine”

-This time we offer a faired view of the 25 CV Renault V 4, due to its cooling by air and fan.

“Renault V4 engine”

From Appendix 9: The small Bengali "Junior" with 100 CV, model 4Pgi is shown below.

“Renault 4Pgi, Bengali Junior”

-This V12 engine has an exaggerated exhaust manifold installed on top. Possibly it includes a flame arrester for night flights on military aircraft.

“Renault V12”

-From a Renault catalog from the year 1935, we show a photo with the "Grand Endurance", an engine built especially to achieve the duration and resistance trophy.

“Renault, first prize”

-A Renault 4Pb model engine, seen at the Vraux Museum. It is an air-cooled, upright four-cylinder in-line.

“Renault 4Pb” (E-A)

-A curious Renault 12V with a characteristic gearbox. It has a more than regular size.

“Interesting Renault engine"

“Supercharged Renault Bengali 6Pdis 6-cylinder”

-Similar to this engine, somewhat improved in 1934, the supercharged one was made for the Deutsch de la Meurthe Cup.

-It was known precisely by this name and much less by the technical reference from the factory.

“Renault Coupe Deutsch 1934”

“Renault 9 CA”

-Of the radials that Renault made, we show the 9-cylinder one in the illustration below.

“Renault 9 Fas”

“Renault 14 Fas”

-Before 1910, a couple of airship engines were made, one with 6 cylinders in line and the other with 4 cylinders in line. They had large radiators, somewhat cumbersome but very nice design.

“Renault Freres del Ville de Bordeaux engine”

“Four-cylinder engine for airships”

-These two engines are installed on a frame that allows the large radiators to be supported (the airship has a low forward speed) and we also observe that the cooling system works by the “thermosyphon” principle.

-We have new images of Renault's air-cooled engines. First a design in side view and rear view. And below it a photo showing the unique conical shaped fan.

“V8 with single fan”

“With a fan of conic design”

-If we look at the main text we have several types of fans, some as higher performance tests and others due to the installation's own needs.

-The below photo is of the same engine but without the wooden frame and showing the entire starter handle.

“Renault V8 with double fan”

“Another V-8 example”

-In the above eight-cylinder V-engine we clearly see that the typical four-legged flanges for the studs that hold each cylinder and cylinder head to the block are not used to hold the cylinders.

-We also see that the fins of the cylinder heads have a square shape, perhaps stronger.

-We can also see that the fins of the cylinder walls reach from top to bottom.

-And below a photo of the Voisin plane with a Renault engine. From Vorreiter's book.

“Installation of a Renault on a Voisin”

-The landing gear suspension system and its connection to the fuselage calls our attention.

-The engine in the photo below is mentioned in the main text.

“One of Renault's first aviation engines”

From Appendix 10: Below we show a photo of a V12 motor store in the 1930's.

“Impressive group of engines”

-The 4Pci engine is considered the first of the “Bengali” series, with 100/120 CV.

“Renault 4 Pci” (from a Moroccan advertisement)

-A feature that distinguishes it from other similar engines is the position of the carburetor.

-Below we show a photograph of the 35/45 CV “V” 4-cylinder engine. This time dressed with the deflectors and the fan “conch”, which gives it a totally characteristic appearance.

“The Renault V4 complete with deflectors and fan”

From Appendix 12: Ad of an inverted Renault 12 V with supercharger and reduction gear.

“Renault 12R-00, Special”

-New research of Renault engines of various models.

“Two photos of the 45 CV engine”

“Renault V8, 50 CV”

-New consignment of Renault engine photographs from the 1st period.

“Three photos of the Renault V8 with fan and gearbox”