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Video 1986 Alpine V6 GT
Video 1973 Alpine A 310
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Video 1969 Alpine A 1600
Video 1970 Renault 12
Video 1967 Alpine A 110
Video 1967 Renault 10
Video 1965 Renault 16
Video 1962 Renault 8
Video 1961 Renault 4
Video 1958 Caravelle
Video 1956 Dauphine
Video 1947 Renault 4 CV
Video 1939 Juvaquatre
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Video 1934 Celtaquatre
Video 1922 LN
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          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Renault 16

Renault 16
EngineIn-line four-cylinder
CrankshaftBearing 5-fold, forged
Cylinder blockAluminum, wet liners made from gray cast iron
Engine controlohv (roller chain)
Valve trainPushrods, rocker arms
Valves2 per cylinder, V-shaped, transverse current principle, (TS, TX)
Mixture preparation
CoolingLiquid, sealed
Drive trainMidsized engine (longitudinal), front drive
Wheelbase r/l2.650/2.720 mm
Front suspensionDoppeltransversallenker, Torsion bar springs longitudinal
Rear suspensionLängslenker, Torsion bar springs hintereinander
Brakes f/rDiscs/drums, underpressure brake booster
Tyres155 R 14, 155 R 355
Length4.230/4.257 mm
Width1.650 mm
Height1.450 mm
Tank capacity50 litres
Luggage compartmentApprox. 350 - 1200 litres
Kerb weight980-1060 kg + driver
Maximum speed
Purchase price (1965)From 7500 DM
Battery/generator12 V/40 Ah/ 30/40 A

European car of the year 1966

Looking from the outside, one can't see its revolutionary technology. It's innovations have partly asserted themselves in the entire motor vehicle technology. It was in fact, the first mid-size car with a large tailgate (followed by the Austin Maxi). At that time almost all its competitors had a conventional notch-back with a boot. It had contributed to the situation today, where even the luxury class offers a large, variable and easily accessible luggage space.

Under the bonnet there is a sort of mid-engine construction. Have a good look at the engine. The belt-drive above the flywheel is unusual, normally one would imagine it to be on the other side. Indeed, this engine is shown from the front, i.e. the final drive is in front of the engine and the gearbox is even further to the front. Thus the engine lies practically behind the front axle, which is why the belt-drives had to be moved to the flywheel side. Otherwise they couldn't have been mounted. Imagine the possibilities, if one could combine this construction design with the normally, flat-shaped bonnets of today, under which, at that time, there was even space for the spare wheel.

TS: Round - instead of tape-type instruments (picture 5), electric windows and sun-roof

Some of the details in this car are somewhat different, without really having cost much more money. Thus, the engine, exactly like most of its contemporaries, is controlled by an OHV camshaft-assembly. Indeed, to keep the mass of the valve-drive as low as possible, the camshaft was situated as high as possible in the engine-block. The cooling system boasted a glass compensation reservoir, thus despite having a positive-pressure regulation, it did not need to be replenished. In addition, it had an electrically driven fan on the radiator. The aluminium engine-block was probably more expensive and only decades later, would it be taken over as the standard for general engine construction. The bright, full sound was typical for this engine. One further advantage, apart from weight-saving, were the replaceable, wet cylinder sleeves.

1,85 million. All that was changed was the performance and the number of gear-speeds.

Disadvantages? Not really, at least not as far as driving it was concerned. As a mid-engine car, the independent suspension chosen could even be rather comfortable. This would also be maintained for the more sporty versions. Moreover, the well upholstered seating fitted in well with the really remarkable heating- and ventilation system and the tolerable interior noise. All in all, one could only give positive testimony as far as the mechanics were concerned. Were there really no disadvantages? There were indeed, in fact, one essential disadvantage, perhaps even a decisive one. A number of the attractive examples, was simply eaten away by rust.

The rear axle was similar to that of the R4, R5 and R6.

It's a pity, that the workmanship sometimes wasn't quite up to the high standard of the German competition of the time, this wasn't valid for its appearance at all. There was one peculiar aspect that we haven't yet mentioned, there was a 60 mm length difference between the left and the right wheelbases. Indeed, would you have thought, that even the edges of the bumpers, which reached around up to the wheel-housings, showed the same difference in length? 02/15

Through the clever folding mechanism of the seats, a bed-like reclining surface was quickly made possible.               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

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