Driving with the top closed is not much fun, the construction catches the wind and rattles. André's Renault also has windows that can be mounted on the doors.
This Renault Primaquatre Torpedo Commerciale had probably covered only 9,000 km before its recent reawakening. For more than thirty years, the car had been in the attic of its present owner. But it’s true history is a mystery.
The relatively narrow body limits the space for two front passengers. André has repainted the dashboard.
There is no shortage of patina, that is the first conclusion to be drawn when looking at this Renault Primaquatre KZ6 Legère, produced at the end of June 1931. It appears to be a so-called Torpedo Commerciale, recognisable by the hinged tailgate and the spare wheel on the right front wing.
The KZ6 was only ever suppli as a Legère, unlike the KZ5, which was listed in brochures as a 10 CV and only became a Vivaquatre from the 1932 model year. The KZ6 was the first 10CV to bear the name Primaquatre. Both cars had the 2,120 cc four-cylinder engine that was used in many Renault products. Contrary to what the name suggests, in 1931 this engine had a rated power of 11 bhp.
The rear view shows that this is a Commerciale.
The differences between the KZ5 and KZ6 were many. The former was much larger than the latter. The KZ5 was available with a wheelbase of 3.11 or 3.35 metres, while the KZ6 was limited to 2.65 metres. The difference in width was also enormous, 1.70 metres compared to 1.45 metres. The KZ6 replaced the entry-level model that year. However, the customer could still choose from a number of body styles: Torpédo (Commerciale), Conduite Intérieur (Commerciale), Conduite Intérieur Luxe and a Faux-Cabriolet, also known as the Doctor's Coupé. This KZ6 is actually a Monasix with a 4-cylinder engine.
From the outside of André Houtman's green car, it is immediately clear that this is the short-wheelbase, narrow-bodied version. This is confirmed by the oval plate with the inscription KZ6 L. On the left front wing there is the familiar oval copper plate with the body number as proof that the entire car was built at Renault in Billancourt.
The rear is a different story. Brochures and books only mention the Torpédo Commerciale with a length of 3.70 metres. The short wheelbase of this car corresponds to that, but it is clear that the rear of the body has been lengthened. The aim is undoubtedly to gain more legroom or luggage space. The extended rear version does not appear anywhere in the brochures or press photos. Maybe it was a special order.
André: “Almost everything on the car was painted green, including chrome parts like the exterior door handles. That always made me think the car had a military purpose. The rear seat is all the way in the back, giving the passengers plenty of legroom. I also noticed that there were no handles on the inside of the rear doors. I fantasised that the car was often driven by a chauffeur.”
It seems more logical that the Torpédo Commerciale never had them, given its utilitarian character.
And then there are the mysterious stickers on this car. A kind of label with a typewritten text on it. The stickers come from an organisation that, among other things, provides medical aid in developing countries. The stickers mention Accra, the capital of Ghana. But it is impossible that André's car was delivered to the French army in Ghana, because the country was never a French colony and the army never set foot there.
André got his hands on the car around 1985, but he didn't have time to work on the Primaquatre immediately. It wasn't until 35 years later that he brought the Renault down from the attic with a forklift. The body was removed from the chassis. “I started by replacing the wooden cross members, which had been eaten away by woodworm. Then I rebuilt the windscreen frame, followed by the bulkhead where the front seat back rests. I removed the sheet metal that was still in good condition with its original paint. I also carefully saved the old nails and cleaned them for reuse. I replaced all the bad wooden parts.”
“Many parts from Zamac were no longer usable, so I had to make my own. I found a mileage reading of about 9,000, which was confirmed when I opened the engine. But also everything that can be operated in the car shows almost no play. To preserve as much of the car's history as possible, I have used original materials wherever possible. A nice anecdote is that my son gave me a new ignition coil, which I immediately installed. The engine ran once and then refused to start. The original 1931 coil has been working perfectly ever since.”
It is very important to André that a car is assembled with the right type of bolts. If they are no longer available, he makes his own. He is very good at it.
Leather sofa
Little was left of the interior and hood. The black leather or imitation leather was completely eaten away and the remains of the bonnet did not even have the original colour. André: “Through his work, my son found an old leather sofa and matching armchairs that perfectly matched the green colour of the Primaquatre in terms of material and colour. As these were large pieces of furniture, I had enough leather to cover the entire interior. Next came the choice of hood colour. I chose beige. I kept the original shape, which rises sharply at the back to give more headroom.”
The leather is from an old sofa.
The type designation of a KZ6 is always followed by the letter L. The fuel tank is located at the top against the bulkhead with a filler cap under one of the air valves.
The car now has a number plate, but despite its age it had to undergo a full vehicle inspection. This was because the Primaquatre had no papers when it was bought and the chassis number diamond was missing. The RDW (Dutch National Roads Authority) gave the Renault a new chassis number.
André drives the car carefully for the first few kilometres. The car really needs to be broken in, the brakes need to be adjusted and the engine and gearbox need to get used to their new life. The non-synchronised gears require a certain amount of attention. André expects the three-speed gearbox to run more smoothly with a different oil. It is a pleasure to see the Primaquatre back in action.
Production of the Renault KZ6 L began in December 1930 and continued until October 1931, when the last three cars rolled off the assembly line. A total of 11,306 units were built, making it by far the most produced Renault model in 1931. ‹›
The 2.1 litre four-cylinder engine is a reliable one.
En détail…
Renault Primaquatre KZ6 L
Engine:
Type 343, 4-cylinder, petrol, bore x stroke 75 x 120 mm, capacity 2,120 cm3. Power: 35 hp at 2,900 rpm, 6 volt electrical system. Torque output: 11 hp.
Gearbox:
Manual gearbox with 3 forward gears and 1 reverse gear, completely unsynchronised, gear ratios: 1st - 14/26 x 14/26, 2nd - 14/26 x 20/20, 3rd - 1.00, reverse 14/26 x 14/26.
Suspension:
Front: twin longitudinal leaf springs, rear: single transverse leaf spring, four separately adjustable friction shock absorbers.
Brakes:
Cable drum brakes on all wheels. Handbrake on rear wheels.
Performance:
Maximum speed 105 km/h. Low pressure tyres 12 x 45.
Dimensions/weight:
Length 3.70 metres, width 1.45 metres, height unknown, wheelbase 2.65 metres. Track width front/rear 1.30 metres. Weight: 1,450 kg.