Not one, but several generations of Europeans remember Renault's 1,000 and 1,400 kg vans, not only because they were produced for some twenty years, but because of their popularity they could be seen everywhere.
Their durability explains their long life, which is why they were still a sight to behold for many tourists at French markets in the early 1990s.
The Renault 1,000 kg van began its career immediately after the Second World War as the 206 E1 (Click here for the article in Losange Magazine no. 4). Shortly afterwards, a 2.5 ton truck with a similar cab appeared, which was later renamed the Galion.
Picture : Renault 206 E1
In March 1947 the last 206 E1 left the production line in Billancourt to make way for the R2060. The success of this model was already enormous. Both companies and the army were enamoured with the model. There was no serious competitor at the time. The van not only changed its name but also received a number of exterior changes that were already made to the 2.5 ton model. The headlights were no longer mounted separately on the front, but were neatly integrated next to the characteristic ribbed grille, on which the Renault logo now adorned. The indicators were moved further back and the mudguards got a more rounded shape.
Picture : Integrated headlights, ribbed roof and front hinged doors.
Importantly, Renault provided the R2060 with an exterior mirror on the driver's side as standard. The construction method remained identical to that of the 206 E1, i.e. a wooden structure was used as the base to which the bodywork was attached. This remained the case until 1950, when metal replaced the wooden base. The side panels were then one piece. Other sheet metal changes include the stamped shape of an extra window behind the doors and two ribbed profiles in the cabin roof. The flat front bumper made way for a U-profile that was much stronger. Slightly later in the model year, the suicide doors that opened against the direction of travel also disappeared. Together with the introduction of the front-hinged doors, the profile ridges of the cab roof were continued on the rest of the roof. They provided greater structural rigidity.
Picture: Octagonal instrumentation and 2.4 litre side-valve engine.
The interior changes were limited to a new dashboard and a different three-spoke steering wheel. The success only increased, although the enormous production number of 63,768 units between March 1947 and December 1952 was partly explained by greater availability. In addition to the closed van and the 'market variant' with opening side panels (marchande), the R2060 could also be ordered as a chassis-cab, making this Renault easy to convert. Under the cab was the the familiar 2,383 cc four-cylinder (type 603), still the pre-war side-valve version.
In order to meet the demand for a higher allowable weight, Renault launched the R2061 in July 1949, which was given a loading weight of 1,400 kg. The chassis was considerably strengthened for this purpose, the final drive was changed, the gearbox could handle the necessary extra weight and Renault fitted a different tyre size. But everything had its downside, the R2061 reached a top speed of 73 km/h, while the lighter R2060 reached 85 km/h. The R2061 was only available as a flatbed, which is why Renault introduced the R2062 as a closed van and chassis-cab at the beginning of 1950. With a final drive and tyre size equal to the R2060, this version also reached a top speed of 85 km/h. A new feature of the R2062 was that it was the only model in the series to have a four-speed gearbox, as opposed to a three-speed gearbox in the other models. Initially, only the third and fourth gears had synchromesh but later, second gear as well. The R2061 and R2062 originally displayed all the external features of the later R2060 and thus also had an all-steel body. The R2060 and R2062 remained in production until the end of 1952, the R2061 continued for a few extra months. Of the R2061 7,089 units were produced, the R2062 production totalled 10,806 units.
The changes made to the 1,000 and 1,400 kg at the end of 1952 and beginning of 1953 immediately brought new type names with them. Especially new was the 1,996 cc OHV engine derived from the old side valve version. The engine produced 49 hp at 3,000 rpm and grew to 61 hp at 3,3000 rpm a little later. The 1,000 kg version continued as R2065 while all 1,400 kg variants were renamed R2066. Other than that, the technology remained unchanged, although all versions got the aforementioned four-speed gearbox. Both were extremely popular throughout Europe, as evidenced by the production numbers; 44,439 for the R2065 and 28,045 for the R2066.
Picture: Multifunctional, in the morning as a school bus, in the meantime with the fire brigade.
Due to the wooden body structure, it was not possible to fit a sliding door to the right-hand side panel of the 206 E1 and the first R2060. The arrival of the all-metal bodywork made this technically possible, but Renault waited until 1954 before offering this option. One model year later, the vans received parking lights on the front corners and a new colour scheme was launched. The wheels, grille and the line running along the sides and rear were painted in a contrasting colour. The above mentioned production numbers suggest that the 1,000 kg was, and remained, the most popular. Yet that is not entirely correct. In May 1956, Renault launched the R2086, which initially joined the R2066. This model was equipped with the enlarged 2,141 cc four-cylinder OHV engine, of which 75,765 units were produced until the end of production in 1965. The engine had the familiar four-speed gearbox. Top speed increased to 95 km/h.
Picture: Whether in the countryside or in town, Renault vans were everywhere.
Model year 1957 brought a new option, a high roof, which increased the loading volume from 7 to 8 cubic metres. For some applications, the headroom of 1.86 metres was useful. An important change at the 1959 Paris Automobile Salon was the naming of the series. Enthusiasts often referred to the entire series as the Goélette, but this name was only used for the 1,400 kg model from the end of 1959. The 1,000 kg model received the name Voltigeur.
Picture: A Renault Goélette with sliding side door.
At the end of its lifespan, Renault still experimented with a number of technical changes. Prototypes of both the 1,000 and 1,400 kg were built with the Transfluide gearbox from the Frégate, but these versions did not go into production. They did get an official name: the R2055 for the 1.000 kg and R2089 for the 1.400 kg. Diesel engines started to become popular in vans around 1960. Renault supplied the Voltigeur (R4066) and Goélette (R4088) with a 1.8 litre Indénor type TMD 85. This produced 58 hp. The success was not great, 437 examples of the R4066 but the R4088 with 2,266 units attracted more interest.
Picture: A Goélette of the modelyear 1961.
Nevertheless, the diesel career of the model continued. Due to cooperation between Renault and Alfa Romeo, the Italian manufacturer's compact diesel engines were made available to Renault. This resulted in the 1,000 kg R4065 for which only 217 customers were found in a year and a half, and the R4086, a Goélette diesel of which 7,405 units were produced from May 1962 to June 1965. In 1965 the curtain finally fell on this highly successful series. The Voltigeur and Goélette were succeeded by the new SAVIEM SG2, whereby the letter combination historically stands for Super-Goélette!
En détail...
Renault 1.000 kg (R 2086 panel van)
Engine:
Type type 671-2, 4 cylinder in line, cylinder capacity 2,141 cc, bore x stroke 88 x 88 mm, compression ratio 7:1, power (DIN) 56 hp at 3,300 tr/min, torque 14 m. kg at 2,000 tr/min.
Gearbox:
Type 280.12, manual 4-speed, 2, 3 and 4 synchronised, clutch 506.4 (Ferodo PKY 20). Gear ratios: 1st - 5.27:1, 2nd - 2.64:1, 3rd - 1.48:1, 4th - 1.00:1, reverse 7.44:1, final ratio 4.78:1.
Chassis:
Front rigid axle, leaf springs, hydraulic shock absorbers. Rear rigid axle (Banjo type), leaf springs, hydraulic shock absorbers. Tyres Standard Michelin X 19 x 400. Brakes, front hydraulic, drums, rear drums. Parking brake on the rear wheels.
Dimensions:
Length 4,560 mm, width 1,930 mm, height 2,450 mm (no load), wheelbase 2,310 mm, turning circle 10.30 metres (to the right), 11.30 metres (to the left). Capacity, fuel tank 64 litres, cooling system 8.5 litres, load volume 7 cubic metres. Total weight 1,820 kg (chassis cab), max permissible (GVW) 3,450 kg, trailer weight (braked) 1,500 kg.
Performance:
Top speed 95 km/h. Fuel consumption 14.5/15.5 litres per 100 km.