RENAULT

From 1902 to Today

The era of the pioneers:

The famous Diamond brand became the first manufacturer in France, and began its saga like many other pioneers, on the eve of the great century, in an environment dominated by horses. Born into a wealthy family whose fortune came from the textile trade, Louis Renault, born in 1877, was the youngest of a family of 5 children, and seemed more passionate about mechanics than studies. He works in the shed of his parents' secondary property in Billancourt.

He cut his teeth at Delaunay Belleville, then built his first car, based on the efficient and proven De Dion 273cm3 tricycle that he bought with his first paycheck. This two-seater cart converted into four wheels was equipped with the first gearbox, the "direct drive", relegating the transmission belts and chains to memory. This invention, which was quickly patented, earned him the esteem of 12 customers who placed an order with him in 1898, convinced after he succeeded in climbing rue Lepic, the slope of which was quite steep for the low power of the engines of the time.

He produced his first Renault type A with his older brothers Fernand and Marcel in Billancourt, in the small workshop at 10, avenue du cours which would become a huge factory throughout history, and a symbol of labor unionism in France. He produced a covered variant of his cart which became the first sedan. The type B which is presented at the Paris Motor Show the following year is equipped with the De Dion twin-cylinder of 450cm3. But Louis begins to work on his own engine. 76 cars were produced on the eve of the 20th century, and the factory employed 110 people.

Production starts: The Renault D and E that came out at the beginning of the century ended up making the company a prosperous business. But the first 100% in-house engine was inaugurated with the racing entry of a "Runabout" equipped with the firm's first four-cylinder. Racing commitments multiplied, Marcel Renault won a number of city-to-city races, his most famous victory being Paris-Vienna in 1902. But the following year, the terrible accident occurred which cost him his life in the Paris-Madrid . Since then, hard hit, Louis will only hire professional pilots.

Fernand will endeavor to increase the brand's network by opening branches all over Europe and the USA. An order for 250 taxis gives it access to industrial status. Renault taxis then run in Paris and London, and are bought by many other countries. But in 1908 his brother Fernand also died of a long illness. Louis finds himself alone at the controls. It will therefore apply to diversify the brand's production, producing buses or aircraft engines, and even generators. In 1913 the production will reach 10,000 vehicles / year. Its range is already extensive, its cars are equipped with engines ranging from 2 to 6 cylinders.

WWI and 1920s:

When the Great War arrived, Louis saw himself massively involved in the war effort, manufacturing munitions, military vehicles, including the famous FT17 light tank in 1917, and aircraft engines. His taxis become legendary by conveying French troops at night for the counter-attack on the Marne which aims to stop the German advance at the gates of Paris.

Converted to civilian production, Renault became an SA in 1922 and offered a very wide range ranging from popular small 4-cylinder cars of 6 and 10hp to large luxury 40hp saloons. Trucks, buses, vans, vans, are also in the catalog, as well as aircraft, boat, locomotive or railcar engines. Louis even profitably converted the chassis of his surplus FT17s into agricultural tractors.

Wishing to establish autonomy with regard to its suppliers to better control its finances, it is, like Ford, a veritable empire through horizontal and vertical concentration. Soon Billancourt's workshops were too cramped and he bought land on Seguin Island not far from there. Its large factory sees its construction start. Billancourt's "vessel" was finally finished in 1937, but the line was operational from 1929. One of the spearheads of production was the robust and reliable Renault NN (1925). But it is still a rather expensive model.

Renault in the 1930s:

Industrial competition then began with André Citroën, whose modern “American-style” methods he copied. The latter multiplies the media stunts such as the illumination of the Eiffel Tower in his name or the Yellow Cruise. However, Renault engines continued to break records, and in 1924-25, 30% of production was exported. It was during this period that the new logo of the firm appeared for the first time, a "diamond", which would become the famous rhombus.

However, Wall Street's "Black Thursday" shatters many dreams. With the crisis of 1929, it is the beginning of doubts and questions. But that did not prevent the firm from producing its first 8-cylinder, which it installed on its flagship, the Reinastella limousine (1929), a queen of luxury with 7 liters of displacement, the last of these arrogant productions of the crazy. The Nervastella will soon follow. The range also consists of the smaller Monasix, Vivasix (1927), Monaquatre and Vivaquatre, with 6 and 4 cylinders. Then came the Celtaquatre in 1934, the Juvaquatre in 1937, and the Primaquatre in 1938. But at the time, Billancourt workers were far from being able to afford these small models. While Louis Renault admired the "Kraft durch freude" developed by Ferdinand Porsche, the prototype of the future Beetle, strikes multiplied within the factory, which became the epicenter of the great strikes of 1936. When Louis put his engineers at work on a future popular small car, war breaks out.

The Dark Years: The firm was experiencing financial difficulties which led it to abandon its production of aircraft engines in Caudron, the latter accumulating world speed records. Pressed by the government, it produced tanks during the "phony war", and found itself under occupation to repair French tanks taken by the Germans. It refocused on the production of utilities and gas systems. But its engineers are secretly preparing the future 4 cv. At the end of the war, Billancourt was bombarded, and following the liberation, Louis Renault was accused of collaboration and imprisoned in 1944. He died the same year.

A new era: Renault management:

In 1945, General de Gaulle decided to nationalize the Billancourt factory and a new general manager was put in charge of what became the “Renault management”. The name is still there but the heir to the family who could claim to keep the management, Jean-Louis Renault, finds himself at the head of a purely representative position. Production resumed slowly with the Primaquatre, soon assisted by the famous and prolific 4cv.

Of all the models of the 1920s and 1930s, some existed in coupe or convertible versions, but none offered so-called "sports" features, although the name was used for common models, such as the Vivasport. Viva Grand Sport cars were produced between 1935 and 1939, but their performance only made them tourist models. A few cars are more interesting, such as the Nervasport, a coupé based on the Nervastella and its V8, which won the 1935 Monte-Carlo Rally. Far more fascinating are the Renaults prepared in the 1960s by Amédée Gordini, and the future marriage between Jean Rédélé (Alpine) and the Régie consecrated decades of fruitful collaboration, culminating in unchallenged domination in rallies in the 1970s and 80s.

Renault, popular car manufacturer: The 4cv, produced in mass until 1961 gave rise, as for the VW Beetle, to sporting derivatives, such as barquettes and coupés intended for competition under the name 1064. The first Alpine, the A 106, the also takes as a basis. In 1950, the Frigate was launched, but it was criticized for its too soft engine. In 1952, it was the long-awaited runner-up who corrected the situation. This is still a “small” car. In Billancourt, the days of limousines are over.

This runner-up was reviewed and corrected by the mechanical wizard Gordini, and was released on the Renault stand in 1957. Its performances were "nervous" (for the time). In 1960, Rédélé took it as the basis for his legendary A110. In 1959, when the pretty Florida coupé was released, then Caravelle in 1963, La Régie was the 6th largest manufacturer in the world, exporting mainly to the new world. The 4cv, after eight million copies sold, will be replaced by the R4 in 1961. The R8 which follows, in 1962, constitutes the basis of the R8 Gordini, legendary rally car, very affordable, robust and simple, made the delights of amateur and confirmed pilots and will be at the origin of many of the talents of the French Rally. The last R8 Gordini 1300 left the factory in 1970.

Renault, popular car manufacturer:

The 4cv, produced in mass until 1961 gave rise, as for the VW Beetle, to sporting derivatives, such as barquettes and coupés intended for competition under the name 1064. The first Alpine, the A 106, the also takes as a basis. In 1950, the Frigate was launched, but it was criticized for its too soft engine. In 1952, it was the long-awaited runner-up who corrected the situation. This is still a “small” car. In Billancourt, the days of limousines are over. This runner-up was reviewed and corrected by the mechanical wizard Gordini, and was released on the Renault stand in 1957.

Its performances were "nervous" (for the time). In 1960, Rédélé took it as the basis for his legendary A110. In 1959, when the pretty Florida coupé was released, then Caravelle in 1963, La Régie was the 6th largest manufacturer in the world, exporting mainly to the new world. The 4cv, after eight million copies sold, will be replaced by the R4 in 1961. The R8 which follows, in 1962, constitutes the basis of the R8 Gordini, legendary rally car, very affordable, robust and simple, made the delights of amateur and confirmed pilots and will be at the origin of many of the talents of the French Rally. The last R8 Gordini 1300 left the factory in 1970.

The end of the thirty glorious years:

The biggest Renault was then the R16. It was joined by the R6 in 1968, while the R12 took over from the R8 in 1969, declined the following year, but with less success in the Gordini version. the engine of the R12 will receive constant improvements. In 1971, the new R15 and 17 coupés arrived in dealerships. These models receive the engines of the R12 and R16 and the chassis, running gear and suspensions of the R12. The R17 was to be declined in a Ts version then “Gordini” in turn (1974). But the sports label was running out of steam. The following year the mythical R5 made its debut. This popular little hatchback was to be one of the biggest sellers after the 4cv. Its rounded design, its large enveloping bumpers seemed to thumb its nose at the usual austere productions. In fact, Renault "invented" a "city car", a new species of small hatchback soon to be joined by other manufacturers. The oil crisis only scratched the surface. In 1974, the company's new flagship was born, the R30, equipped with the brand new V6 PRV.

Renault and the competition:

In 1975, the big R20 was released, then the following year the R14 and the R18, in the mid-range. But the real novelties were for 1980, with the release of the Fuego coupe, and above all of the homologated version of the formidable R5 turbo, beast of rallies and competitor of the 205 T16. Wiser versions were to see the light of day first under the R5 Alpine label, then later under the name of R5 GT turbo, with the new generation of R5, "superfive" in 1984. But now, Triumphant via Alpine in Rally, the management was going to turn on a particularly difficult, expensive, but high-profile terrain and rich in technological and commercial spin-offs: Formula 1.

It will find the laurels at the end of the 70s with J.P. Jabouille and René Arnoux thanks to the development of the turbocharger to remain present in the 80s. It made resounding returns there, in collaboration with other teams, such as Lotus or Williams in the 90s. It will also remain present in the GT championship, but its appearances in rally will be rarer and less successful. The track record in F1 remains exceptional and highly enviable for any generalist: Let us judge:

• -First participation, from 1977 to 1985, 15 victories.
• -Second participation, with Lotus from 1983 to 1986, 5 wins.
• -Third participation, with Williams from 1989 to 1997, 63 wins.
• -Fourth participation, with Benetton, from 1995 to 1997, 11 wins.
• -Five world champion titles, six constructor world champion titles.

Triumphs guaranteed by drivers as prestigious as Michael Schumacher, David Coulthard, Nigel Mansell, Ayrton Senna, Damon Hill, Gerhard Berger, Johnny Herbert; Heinz-Harald Frentzen, Jacques Villeneuve, and of course Alain Prost… And a reappearance in 2002 under his own colors. Finally, in 2005, thanks to the youngest F1 world champion driver, Fernando Alonso, Renault won the title once again.

The 1980s:

In 1981, the R9, export models, was particularly aimed at the USA, a market deemed difficult because of increasing constraints since the second oil shock, under the name of Alliance. The previous year, the new Renault coupe, the Fuego, which replaced the R17, became one of the biggest sales successes for this type of car. The style is resolutely modern and aggressive, but the engines lack breath. Of all the versions, only the Turbo engine manages to display “honorable” performance without being revolutionary for the segment. Much more formidable are then the R5 turbo with central engine, in limited series.

In 1983, the hatchback version of the R9 was named R11. It will be available in a “coupé” version, in fact, two doors. The only version that holds its own is the turbo version of the coupe (925 Kgs empty, 115hp in phase 2, 0-100 Km/h in 9 sec. and 210 Km/h speedometer.), equipped with a computer liquid crystal dashboard with voice synthesis, gadgets of the “top of the range” versions. (A meaning to be put into perspective due to the abundance at the time of unflattering plastics and a quality of finish in general which at the time did not bear comparison with productions from across the Rhine. ).

The difficult end of the 80s:

In 1984, the new flagship of the diamond was released in concessions: It was the R25 (“Premiere” in the USA), a large, wide and low hatchback sedan. Its standard engine becomes the V6 PRV. The latter will also equip the new A 610 the following year, Alpine having been gradually swallowed up by the management. Integrated into the range and present in a relatively devastated market, the latest Alpines were the only French GTs produced in large series, before the arrival of the formidable Ventury in 1987, equipped with the same engine available in a biturbo version.

The same year, the new version of the R5, the "superfive", was equipped with a GT turbo version of a 4-cylinder increased to 120hp, thanks to a new electric ignition in 1987. The replacement for the R18 arrived as for it in 1986: The R21, ("Medallion" in the USA), medium three-box sedan, will be declined the following year in an interesting 2L Turbo version, whose 4-cylinder developing 175hp with the Garrett T3 turbocharger takes it to 235 Km /h The heaviest R25 V6 turbo from 1988 gives it a top speed of 10 km/h, with its 182 hp V6.

But in the field of the sedan, the great novelty will come out in 1984 of the Matra factories in large series badged with the diamond. This is the revolutionary Espace, one of the most innovative concepts that will be copied by all generalist manufacturers. The 1980s, however, would prove to be the darkest years for the heavily indebted company. The continuation of the oil crises and its sometimes risky management will have a lot to do with it, and the “American adventure” of the diamond did nothing to improve the situation.

Renewal:

In 1987, Raymond Lévy succeeded Georges Besse, assassinated by the terrorist group Direct Action. He launched the R19, the following year, the last Renault to bear a technical surname, with a more modern line, which would be one of the management's bestsellers until it was replaced by the Mégane. Its 16-valve version (140 hp, 215 Km/h, 0-100 in 7.8 seconds), will see the light of day in stride. The latter resold very well in its convertible version. The management saw for the first time the signs of a financial recovery. But the biggest novelty will be the long-awaited replacement for the R5, the "Clio", in 1990. This will pass the millennium milestone without incident and will even have the honor of being at the top of the best-selling cars in Europe l space of a year.

Two years later, the replacement for the R25, the safrane, was launched, while at the same time the historic Billancourt factory closed its doors for good. A whole section of French industrial history can be found “museumized” on Seguin Island. Another major change in the history of the firm is announced in its constitution in SA of mixed economy, in order to detach it from the rule of the state and at the same time to relieve the taxpayers. It was during this period that the one who was at the head of the firm's finance department became its CEO. A "Louis" (-Schweitzer-) is once again at the head of the old company.

The 90's:

Applied to the Safrane, the Baccara finish was intended to meet top-of-the-range German standards. Its V6 PRV received a biturbo evolution which made it the first real French sports sedan. The little Twingo followed the following year, and 1994 saw the release of the Laguna, which contrasted the cubic style of the R21 with its bio-design curves. In 1996, Anne Asencio, who heads Renault Design, signs the new Mégane, as round as possible. She will continue her ascent at GM, the American giant concerned with giving an identity to its models. Patrick Le Quément succeeds him. Under his leadership, diamond products were to assert an extremely distinct and innovative style as they entered the 21st century.

The Mégane platform allows economies of scale by producing the first European-style compact MPV in the overcrowded city centers of the archipelago. ). Thus were born the Scénic, then the coupé and the megane cabriolet. The Mégane coupé is nothing like a racing beast with its small 147hp 16-valve 4-cylinder. It goes from 0 to 100 km/h in 8.6 seconds and tops out at 215 km/h. Finally, with the Kangoo in 1998, the diamond transformed a utility vehicle into a minivan at a lower cost. Its preserved side sliding door made its success.

Sportiness according to Renault:

In 1996, the most unlikely product that Losange marketed was the Spider, concocted by Renault Sport. Devoid of any comfort, this die-hard barquette used mass-produced mechanics and the 16-valve engine of the Mégane coupé. Produced in the Dieppe factory (Alpine Renault), although heavy, it deserved more than any other the name of “sportswoman”, before being withdrawn from sale in 1999.

The replacement for the R5 had proven that it could be as popular as its ancestor, but could it match it in performance in its sports versions?: the answer will come from several successive models. The first 1991 16-valve version gave 140hp, propelling it to 100km/h in 7.8 seconds, peaking at 212km/h. The 1994 version was less efficient, but the fruit of Renault's fruitful F1 collaboration the Williams team was to give rise to a commemorative limited edition called “Clio Williams”, blue of France with golden rims, sporting recognizable bonnet air intakes, and above all equipped with a 4-cylinder 150hp.

In the following years, only the bland Clio Rsi remained present. Restyled in 2001, the "Clio II" was derived by Renault sport in a very offensive 2-litre 16-valve version, capable of hitting 100 km/h in 7.3 to 7.1 seconds thanks to its 172 hp group. The same year was marketed the most formidable of its versions, a special edition developed by TWR claiming to be at the level of the R5 turbo designed 20 years earlier, and equipped for this with a 230hp rear central engine. Facing criticism, it was redesigned at the end of 2002 by Renault sport and marketed in 2003.

The 21st century:

One of the most recent and most interesting creations in terms of design is this "production concept car" of the "coupéspace" type, in fact a two-door minivan and in no way a sports car, even with a 250hp V6.


And what of the Avantime looked like this ?

As for the other novelties of the firm, they are emerging after the surprising Velsatis and ? under the supervision of Patrick Le Quément. This new style, more distinct, but without falling into the excesses of the "Edge Design", was revealed during the presentation of the Avantime, a 1999 concept with a long gestation of "coupéspace" with a glass roof, in fact a minivan with two doors and four-seater having nothing of a sports car.

A more upscale machine than the usual production, it marks the desire of the Losange to stand out in this segment through originality, a policy pursued with the Velsatis, the replacement for the rudder, with a much larger roof clearance than its Elder. Finally, the project of a Limousine allowing to face the very top of the range for 2006 or 2007 and bearing the name of a famous ancestor of the 20s, the Reinastella, still equipped with a V8, the first in history governance outside of motorsport. This engine was the result of its collaboration with Nissan, which it took over in 1999 with Carlos Ghosn at the controls.

And sports ? -After the relative failure of the spider and the sulky reviews of the Clio V6 first version, persistent rumors from the corridors in Boulogne-Billancourt and Dieppe seem to confirm the arrival of a new "A110", a mid-rear engine coupe with of a standard mechanics… Could the dream be back?…