All Information w/o guarantee, most of the data are from the WWW or from the Renault manuals if the information is from me, it appears out of the text context
The Estafette Engines
According to Wikipedia, the following engines were used:
1959-1962 (R 2130/31)
-> 845 cm³ (32 PS*) Typ 670-03 (Billancourt/Ventoux or also dauphinoise Engine) , 58.201 units
1962-1968 (R 2132/33/34/35)
-> 1108 cm³ (45 PS*) Typ 688-01, ( Cléon-Fonte, also called Sierra Engine) , 141568 units
1968 -1980 (R 2136/37)
-> 1289 cm³ (43 PS*) Typ 810-01 (Cléon-Fonte Engine) , 333439 units
* presumably SAE
https://en.wikipedia.org/wiki/Renault_Estafette
Cléon Family & Type 810
The 810′ Engines, as a part of the Cléon family, was produced in millions and in many variants / performans versions and assembled into different car models : https://en.wikipedia.org/wiki/Renault_Cl%C3%A9on-Fonte_engine
Perfectly visualized as – Cléon Motor Mindmap – from Renault Oldie Club Viersen e.V.
Renault Manuel de réparation
Here a document, original from Renault: MOTEUR (essence)4 cylindres Fonte – found on http://c.papy.free.fr
Estafette standard exchange engine
Same standard exchange engine for all Estafette models:
Model and Engine Type
The following table I found years ago in the WWW, unfortunately without reference to the source, it shows where the crankcase 810 was used (w/o guarantee)
| Type | Motorcode | Baujahr | Leistung | Hubraum |
| DACIA, 1300, 1.3 | 810-02/-99 | 12.1972 – 05.1983 | 40 kW (54 PS) | 1289 ccm |
| DACIA, 1300 Kombi, 1.3 | 810-02/-99 | 12.1972 – 05.1983 | 40 kW (54 PS) | 1289 ccm |
| DACIA, 1310 Kombi, 1.3 | 810-02/-99 | 05.1983 – 07.2004 | 40 kW (54 PS) | 1289 ccm |
| DACIA, 1310 Stufenheck (U, X), 1.3 | 810-02/-99 | 05.1983 – 07.2004 | 40 kW (54 PS) | 1289 ccm |
| R10 (119_), 1.3 | 810.03 | 07.1969 – 10.1972 | 35 kW (48 PS) | 1289 ccm |
| R12, 1.3 (1170) | 810-02/97 | 10.1969 – 08.1980 | 40 kW (54 PS) | 1289 ccm |
| R12, 1.3 (1170) | 810.02 | 07.1975 – 04.1980 | 37 kW (50 PS) | 1289 ccm |
| R12, 1.3 TS (1177, 1337) | 810.06 | 08.1972 – 08.1980 | 44 kW (60 PS) | 1289 ccm |
| R12, 1.3 TS (1177, 1337) | 810.05 | 08.1972 – 08.1980 | 44 kW (60 PS) | 1289 ccm |
| R12 Variable (117_), 1.3 (1170) | 810-02/97 | 10.1970 – 08.1980 | 40 kW (54 PS) | 1289 ccm |
| R12 Variable (117_), 1.3 (1170) | 810.02 | 10.1970 – 08.1980 | 37 kW (50 PS) | 1289 ccm |
| R12 Variable (117_), 1.3 (1177) | 810.06 | 08.1973 – 08.1980 | 44 kW (60 PS) | 1289 ccm |
| R12 Variable (117_), 1.3 (1177) | 810.05 | 08.1973 – 08.1980 | 44 kW (60 PS) | 1289 ccm |
| R15 (130_), 1.3 (1300) | 810.05 | 03.1972 – 10.1980 | 44 kW (60 PS) | 1289 ccm |
| R5 (122_), 1.3 (1224, 1394) | 810 725 | 09.1975 – 09.1984 | 47 kW (64 PS) | 1289 ccm |
| R5 (122_), 1.3 (1225) | 810 726 | 09.1976 – 09.1979 | 31 kW (42 PS) | 1289 ccm |
| R5 (122_), 1.3 (1225, 1395) | 810 719 | 06.1979 – 09.1984 | 33 kW (45 PS) | 1289 ccm |
| R5 (122_), 1.3 Automatik (1225, 1395) | 810 729 | 06.1979 – 09.1984 | 40 kW (54 PS) | 1289 ccm |
| ESTAFETTE (213_), 1.3 | 810.01 | 08.1969 – 12.1981 | 29 kW (39 PS) | 1289 ccm |
| VOLVO, 66, GL 1.3 | B 130 | 08.1975 – 08.1978 | 42 kW (57 PS) | 1289 ccm |
| VOLVO, 66 Kombi, GL 1.3 | B 130 | 10.1975 – 11.1979 | 42 kW (57 PS) | 1289 ccm |
Engine housing, crankshaft drive with piston, camshaft drive and oil pump are to my knowledge – within the series – exchangeable (at least those engines I have seen – R12, R15TL, Estafette).
Flywheel and clutch are different depending on the vehicle model and the flywheel must be reused by the Estafette engine. At the end of the 1970s, the crankset of the 810 engine was strengthened (810-01, 810-02, 810-2/97, 810-6, 810-10, 810-5).
Starting with engine number 212 539 the crankshaft has been reinforced –It can happen that the flywheel does not fit on the replacement engine 🙂
This is shown on the outside at the larger flange
Left: Ø 37mm (shaft sealing ring = Ø 70/9 0x10)
Right: Ø 47mm (shaft sealing ring = Ø 80/100×13)
…. and is also reflected in the available sealing sets:
https://www.cipere.fr/fr/Renault/Estafette/Motordichtsaetze/ANR81306/
https://www.cipere.fr/fr/Renault/Estafette/motordichtsaetze/
Head
According to M. R. 128, R2136 and R2137 have different heads. What surprised me is that the R2136 has smaller valves but higher compression (different head heights). If you find a seemingly suitable cylinder head on a market, you can measure the head height and so quickly draw a close to the model
With my R2137 replacement engine (Couchette) and the R15TL engine I have measured the following head heights
Estafette: 74. 1 mm
R15TL / R12TS nominal: 72. 0 mm
Since there are also differences in the valves and springs, I think its better to buy only complete heads
Attention, the R5 head (phase 1) does not fit – the water pump was mounted on the clutch side.
Compression
For engine 810 (1289 cm³) and model:
R2136: 8.5
R2137: 8.0
R12TL: 8.5
R12TS: 9.5
R15TL: 9.5
According to Mr. R. 128 the Estafette was also delivered with compression 7.15 for R2137 / 7.5 for R2136
Tappet & Push rod
The tappets are identical (Estafette 810-01 und R15TL 810-10)
But the push rods have different lengths. Here is a comparison of Estafette and R15TL:
Valves & Springs
Here there are differences in plate-Ø and wire-Ø
Camshafts and timing
Comparison of valve timing (WWW / Renault factory data)
The values of the cam spread angles are theoretically calculated – under the assumption that the cam shapes are symmetrical.
Renault model codes & engine codes
The following links are from mobilverzeichnis. de – here are the model codes and engine codes listed : Motorencodes
Camshafts measured
Comparison of R15TL, Estafette and R5
The cams of the Estafette do not only have a smaller cam lift but also a noticeably more pointed cam form = shorter opening time at the top – In addition, the spread is smaller (less valve overlap)
| Motor | Basic Circle Ø mm | distance Basic Circle – Cam mm | cam lift mm |
| Estaf outlet | 26.5 | 30.9 | 4.4 |
| Estaf inlet | 26.5 | 30.7 | 4.2 |
| R15TL outlet | 27.0 | 32.2 | 5.2 |
| R15TL inlet | 27.0 | 32.2 | 5.2 |
| R5* | 27.0 | 32.0 | 5.0 |
| R5* | 27.0 | 32.0 | 5.0 |
The Cam spread of the 3 camshafts determined with degree disc and gauge. The calculated average cam spread (X) corresponds fairly accurate to the (theoretical) values calculated from the factory data
| Modell | cam spread X* |
| Estafette (standard exchange) | 106° |
| R15TL | 109.5° |
| R5** (mounted in the Louise) | 110° |
**from an R5 with transverse engine, exact model unknown, probably a 2CJ. . Engine
Carburators Estafette (2136/2137)
According to R. M. 128 the same carburettors were used for the R2136 and R2137 from 1970 onwards: Solex PDIS 4 Gem. another source says that Zenith 32 IF 7 was also used.
According to Wikipedia, Zenith has changed owners several times. Zenith 32’s carburetors are said to have been installed in the Traffic. Solex also passed through different hands
https://de.wikipedia.org/wiki/Solex
https://en.wikipedia.org/wiki/Soci%C3%A9t%C3%A9_du_carburateur_Z%C3%A9nith
https://www.ruddies-berlin.de/Vergaserchronik.htm
https://www.ruddies-berlin.de/index2.html
On my Couchette (1970) and the VBZ (1978) Solex 32 DIS are mounted (fuel connection in driving direction) On Louise and Microcar (both 1972) Solex 32 PDIS are mounted (fuel connection in engine direction) The DIS is offered new by Ancien Vehicules
To the left DIS = 26 K 7 06 3
To the right PDIS = 20 G2 07 3
Intake Manifold Estafette
At the intake manyfolds our 4 Estafettes there are 3 versions with 2 different bolt spacings, here compared to our 4 Estafettes
2137 – 1970 w/o brake booster: 59. 5mm (Couchette)
2136 – 1972 with brake booster: 59. 5mm (Louise)
2137 – 1978 with brake booster: 64. 5 mm (VBZ)
So not every Estafette carburetor fits every Estafette distributor
Carburetor suspended bolt spacing, DIS with oblong holes
PDIS = 59.5mm
DIS = 64.5 mm
My Couchette has the small bolt spacing and a SOLEX DIS with long holes – clearly visible , they are factory made and not a modification
So presumably there were also PDIS replacement carburetors available with long holes in the lower throttle body – which can be used for both bolt spacings.
Vehicules Ancien new carburator and adapter kit
At Vehicules Ancien you can buy the DIS carburetors new and there is also an adapter kit with a cranked bolt offered: https://vehicules-anciens.fr/fr/shop/kit-adaptation-carburateur-dis-sur-pipe-carburateur-pdis-va1580-3ad1433
Microcar performance throttle
Surprizing: on our Estafette Microcar there is a cross-section reduction build into in the heat insulation shield (Microcar Luxe Jg 1972)
R15TL / R12TS register carburator Weber
R15TL and R12TS was assempled with an Weber 32 DIR carburettor, which together with head and camshaft should have produced 62 or 60 hp.
https://www.di-michele.de/html/32_dir.html
The Volvo B14 engine also was assembled with an 32DIR carburetor. Here is a great manual of “Volvo 300 Mania” for the Weber type 32DIR 100-104
http://www.volvo300mania.com/technical/B14_32DIR_v1.0.pdf
https://de.wikipedia.org/wiki/Weber-Vergaser
The carburator on my R15TL engine (Couchette) is a Weber 32 DIR 21.
The carburator is controlled by a rocker switch on the cylinder head cover. The R15TL oil filler neck is located further forward (closer to the water pump) than on the Estafette. The inlet manifold is integrated into the coolant circuit (preheated) and not same way bolted to the outlet manyfold as on the Estafette (heat exchanger plate). The R15TL outlet manyfold has a larger Ø and goes away to the front – In the Estafette setup the alternator is in the way.
Estafette conversion to Weber
To use the Weber in the Estafette you can use the R15TL cylinder head cover or you can modify the Estafette cylinder head cover (take the rocker & holder from R15TL and weld it to the Estafette cover)
In the picture: black original R15TL, brown Estafette converted
In order to use the R15TL (or R12TS) distributor, the Estafette collector can be modified accordingly (flexing diagonally and welding in a plate from cast iron)
In addition, a suitable air filter connection must be built ( the original one from the passenger cars made of black plastic does not fit). First I tried to build an air filter connection out of stainless steel mesh, but I gave up and welded one out of 1 mm chrome steel plate. Has worked quite well in the road test
Conversion R12TS
Here is an example of Guillaume’s conversion, he used the cylinder head cover, air filter connection and exhaust manifold from R12TS . . . and – nota bene – he installed the fast final transmission (7×35 crown wheel and pinion from matra djet): http://guillaume.kuhnlex.free.fr/estafette/mecanique.htm
BTW, if you check out his website, have also a look on his very nice Colorale.
And a long transmission with 7×35 is meanwhile available at Vehicule Ancien.
Cleon Boat Engines
The Cleon engine was also used in the Navy.
The company DTN sold the Type 688 /7 42 as DTR40 (40hp) and the 810 /7 42 as DTR50 (50hp) in the 70’s / 80’s.
The camshaft is extended to the front (by a adapter/flange) and drives the seawater pump – with a special timing case cover
The carburetor (32) is a marine type made of bronze
Interesting: there is a special oil pump for the engine oil change !
Here some pictures of a Waterland 75 Ak with DTR50 motor
