1970 Renault 10 Pricing and Specs

Conventional wisdom is that your should increase tyre pressures with increases in load and travelling speed. But in the Arkana’s case, the factory tyre pressure recommendation for either urban or freeway speeds remains at the 33 front and 31 rear psi you’ve noted on your tyre placard. Which suggests that the type of tyre Renault is using is happiest at those pressure regardless of average speed. Which, in turn, suggests that a load that varies only by a couple of passengers and a few pieces of luggage is likewise not going to affect the tyre’s performance.

A much better thing to concern yourself with is to keep a weekly eye on the tyre pressures. Tyres lose about one psi a month just sitting around, so keeping on top of that is very important in a safety sense. A tyre can be as low as about 12 psi before it will even look strange to the naked eye, so buy yourself a good quality tyre gauge and get into the habit of checking those pressures every weekend.

If there was a problem with the car that was logged with Renault while the vehicle was still covered by the factory warranty, then conventional wisdom says it’s Renault’s problem to put right. That’s what’s called a pre-existing fault and even though the car may now be out of warranty, if the problem was there before the warranty ran out, it’s still a warranty claim.

However, what would help your case no end would be independent proof that the problems you experienced in warranty were the same ones that ultimately caused the entire transmission to fail. Perhaps having the transmission inspected by a specialist would give you this information.

The issue will be that this transmission, in many cases, exhibited jerky performance even when it was brand-new. It’s likely Renault would point to this and tell you “they all do that,” suggesting that what you complained about back in warranty days was nothing to do with the failure. But you never know, Renault may wish to admit that this gearbox has known faults and flaws and look after you on the basis of customer care. Certainly, there are plenty of other Renault owners out there with similar stories to tell. Clutch-packs and the dual-mass flywheel have all been found to be wanting in this transmission.

A: The whole dual-clutch transmission in the Clio RS is made by Getrag, so I’m not sure what the Renault dealer you contacted is talking about. Perhaps the actual clutch plates are made by one of Getrag’s suppliers, but fundamentally, this was a Getrag designed and built transmission. Renault Australia did, indeed, slice the warranty on its Sport models from five to three years effective May 1, 2018, and I agree that that would have sent alarm bells ringing for existing owners of these cars.

What really sends shivers up the spine is that the six-speed DCT in the Clio Sport is closely related to the unit Ford used in its Fiestas and Focusses. And that transmission, known as the Powershift, was a total abomination, leaving Ford customers high and dry with broken gearboxes and Ford Australia with millions in fines and being labelled by the ACCC as conducting itself in an `unconscionable’ manner after Ford tried to blame owners for the failures. Eventually, Ford Australia was forced to offer owners of these vehicles a very sweet trade-in deal on the new model Focus and Fiesta, effectively buying back the appalling DCT-equipped models.

One of the major causes of transmission failure was the dry-clutch engineering which saw the clutch-packs wear very prematurely. Renault Clio Sport transmission failures don’t seem as common as those in the similarly equipped Fords, but that’s possibly a simple matter of there being so few Clio Sports on the road here. Perhaps the Renault version of the transmission is built to a different level of quality and materials (the same transmission is built in factories in different parts of the world, so that’s possible) but we’d potentially be doing you a disservice by not highlighting the problems with this transmission. Some owners have reported trouble-free runs, but others have experienced gearbox faults and failures at low kilometres. It does seem a bit of a lucky-dip. For the record, Getrag’s wet-clutch seven-speed transmission was a markedly better unit, but that’s not what’s fitted to the car in question.

If you do go through with the purchase, demand a full service history to prove that all the maintenance and factory software upgrades have been applied to the car and then take it for a proper test drive that includes urban and highway driving. If the transmission displays any shuddering when taking off, any slipping between gears, takes a long time to select each gear or switches to limp-home mode, there’s good cause to suspect a worn or faulty transmission.