The Renault 30 TS Expensive but technically worthy

Author

admin

Browse pages
Current page

1

Current page

2

Current page

3

Current page

4

Current page

5

Current page

6

Current page

7

Current page

8

Current page

9

Current page

10

Current page

11

Current page

12

Current page

13

Current page

14

Current page

15

Current page

16

Current page

17

Current page

18

Current page

19

Current page

20

Current page

21

Current page

22

Current page

23

Current page

24

Current page

25

Current page

26

Current page

27

Current page

28

Current page

29

Current page

30

Current page

31

Current page

32

Current page

33

Current page

34

Current page

35

Current page

36

Current page

37

Current page

38

Current page

39

Current page

40

Current page

41

Current page

42

Current page

43

Current page

44

Current page

45

Current page

46

Current page

47

Current page

48

Current page

49

Current page

50

Current page

51

Current page

52

Current page

53

Current page

54

Current page

55

Current page

56

Current page

57

Current page

58

Current page

59

Current page

60

Current page

61

Current page

62

Current page

63

Current page

64

Current page

65

Current page

66

Current page

67

Current page

68

Current page

69

Current page

70

Current page

71

Current page

72

Current page

73

Current page

74

Current page

75

Current page

76

Current page

77

Current page

78

Current page

79

Current page

80

Current page

81

Current page

82

Current page

83

Current page

84

Current page

85

Current page

86

Current page

87

Current page

88

Current page

89

Current page

90

Current page

91

Current page

92

Current page

93

Current page

94

Current page

95

Current page

96

Current page

97

Current page

98

Current page

99

Current page

100

Current page

101

Current page

102

Current page

103

Current page

104

Current page

105

Current page

106

Current page

107

Current page

108

Current page

109

Current page

110

Current page

111

Current page

112

Current page

113

Current page

114

Current page

115

Current page

116

Current page

117

Current page

118

Current page

119

Current page

120

Current page

121

Current page

122

Current page

123

Current page

124

Current page

125

Current page

126

Current page

127

Current page

128

Current page

129

Current page

130

The Renault 30 TS

Expensive but technically worthy

ON APRIL 25 of this year a most significant Renault went on sale in its native France, offering more of everything than any modern Renault, confirming that the French factory intend to continue offering highly individual machinery throughout their range. Because of recent strikes, they have them even at the often-praised Regie example of state and industrial co-operation, it seems unlikely that the British will be able to buy the car at least until a month or so after it makes its GB debut at Earls Conn in October. Later versions of the V6 Renault-Peugeot-Volvo co-operatively engined 30 series will feature lower standard

equipment (which is truly outstanding in the 30 TS) but it will be some time before anyone will be able to buy a 30 that costs less than the present French cost of E3,500.

Within 14 ft. 10 in. overall length, Engineering Director Yves St. George’s 3,500 strong Renault Engineering Centre have packed a multitude (if features to distinguish the car from the similarly powered but front engine, rear-drive, V6 Peugeots and Volvos. Other obvious competitors are from BMW (520), Ford (Granada), Opel (Commodore), Citroen (CX 2200), BL (18-22), the anticipated new Rover-Triumph and the appropriate Mercedes. Outstanding production equipment includes the advanced alloy V6 engine of 2664 c.c.,

driving the front wheels via new manual 4speed or, equally fresh 3-speed automatic as an option. Power assistance for steering and brakes, electric front windows, 4-wheel disc braking, quadruple quartz iodine headlamps, steel sunroof, electro-magnetic door locks (with central locking), inertia reel seat belts, laminated windscreen and all-round tinted glass; all these items are offered as part of a car that has all the marks of solid, careful engineering. Hopefully 30 TS owners will feel the benefits of this massive equipment list for a very long time, for the oversquare (88 mm. 73 mm.) 90 deg. V6 is restricted to a leisurely 131 b.h.p. at 5,500 r.p.m., though factory spokesmen confirmed that the unit could give 180 horsepower in comfort. Maximum torque amounts to 148.3 lb. ft. For comparison the iron Ford V6 of 3 litres delivers 140 h.h.p. at 5,300 r.p.m. and 175 lb. ft. of torque on 3,000 r.p.m. Both 30 TS and Granada have kerb

weights around the 2,900 lb. mark.

Chain-driven overhead camshafts, something of a rarity in this increasingly rubber tooth belt era, are mounted singly on each cylinder block. V-formation for the two valves reSting in each of the 8.65:1 compression ratio combustion chambers, has contributed to the unusual cleanliness claimed for the 30’s exhaust. Unique in the writer’s experience is the adoption of one single choke and a single twin choke carburetter. Supplied by Solex the single 34 mm. PBITA choke is augmented by the twin choke when earnest acceleration and consequent engine vacuum activate the larger 35CEEL instrument. A single plate diaphragm clutch of 9.25 in. diameter is encased in weight-saving alumi

nium, as is the gearbox. The manual transmission cars, which we drove, operate a 3.89 : 1 ratio (19.87 m.p.h./1,000 r.p.m.) in conjunction with 175 Michelin XAS radial tyres (for the French test car) on 14 in. wheels.

The 30 TS continues the suspension and interior principles that make the 16 series such comfortable and flexible “drawing room on wheel” transport, right down to remarkable 7-position seating. The independent suspension utilises two wishbones (single upper, double lower) at the front with roll and ride aids from a single 0.88-in, front roll bar and forward anti-dive link from, the upper arm, which also supports the single coil spring/ hydraulic dampers. At the rear the shock absorbers mount in their own separate turrets, and the springs in the Singular wishbone arms. The twin arms are restrained from violent camber changes by the in. rear roll bar and twin trailing links. The result is a fantastic ride for French conditions, but likely to be over-soft for Britain.

All the cars suffered from embarrassing brake squeal at the French launch, but there were heartfelt assurances that this will be cured before sales commence on home ground. Despite the noise, provision of 9.92 in. front ventilated disc brakes, and slightly bigger 10 in. units at the rear, was proved worthwhile by the accurate and fade-free-stopping enjoyed during the hilly section of the test.

Another highly appreciated feature was magnificent power steering that is coupled to stupendously comfortable seating. “Our” manual 30 TS used a 3.5 lock-to-lock steering ratio, whereas automatics offer a quicker 3.25 turns.

Information in front of the driver is given by four dials, including a 220 k.p.h. speedometer, 8,000 r.p.m. tachometer and a three-segment gauge to relay water temperature, voltmeter and fuel contents. The tank holds 14f galls. of 4 star which the author managed to use at the rate of 18.3 m.p.g. in testing, though a more representative figure would be 20-24 rn.p:g. Finally matching dial contains warning lights to warn of imminent disasters.

Overall, the 30 TS appealed to the writer as an honest vehicle that provides superb touring comfort, wafting along in standards of silence that leave Rolls-Royce little option but to make sure their cars produce an interior noise level akin to a locked tomb. Performance is not the best feature, but a kind of long-legged 4,0005,000 r.p.m. (80-100 m.p.h.) is nicely within the car’s capabilities. There’s very little left from over 100 m.p.h. to the claimed 115 m.p.h. maximum. The manual change is good, but the car’s character would probably be better served by an automatic for most Britons. The alloy V6 engine does its work with a quiet hum. It supplies plenty of smoothly delivered torque from 1,500 to 5,500 r.p.m.: we did not eKceed 6,000 r.p.m., for the engine is charmingly unstressed in mechanical effort below 5,500 revolutions. For my taste this gentleman’s carriage is spoiled only by a screen-mounted stick-on mirror and body lean that could be enough to upset children brought up on the cart-sprung machinery that some of our manufacturers offer. If the new Rover is even better, Solihull will have done very well indeed. In

the meantime the six cylinder 18-22 Wolseley should provide an acceptable and substantially cheaper, alternative.—J.W.

Related articles

Related products