The story
Founded by Fernand Renault, Louis Renault and Marcel Renault on Dec 24, 1898, in Boulogne-Billancourt.1
Founding and early years (1898–1918)
The Renault corporation was founded on 25 February 1899 as Société Renault Frères by Louis Renault and his brothers Marcel and Fernand. Louis was a bright, aspiring young engineer who had already designed and built several prototypes before teaming up with his brothers, who had honed their business skills working for their father's textile firm. While Louis handled design and production, Marcel and Fernand managed the business.
The first Renault car, the Renault Voiturette 1CV, was sold to a friend of Louis' father after giving him a test ride on 24 December 1898.
In 1903, Renault began to manufacture its own engines; until then it had purchased them from De Dion-Bouton. The first major volume sale came in 1905 when Société des Automobiles de Place bought Renault AG1 cars to establish a fleet of taxis. These vehicles were later used by the French military to transport troops during World War I which earned them the nickname "Taxi de la Marne." By 1907, a significant percentage of London and Paris taxis had been built by Renault. Renault was also the best-selling foreign brand in New York in 1907 and 1908. In 1908 the company produced 3,575 units, becoming the country's largest car manufacturer.
The brothers recognised the value of publicity that participation in motor racing could generate for their vehicles. Renault made itself known through succeeding in the first city-to-city races held in Switzerland, producing rapid sales growth. Both Louis and Marcel raced company vehicles, but Marcel was killed in an accident during the 1903 Paris-Madrid race. Although Louis never raced again, his company remained very involved, including Ferenc Szisz winning the first Grand Prix motor racing event in a Renault AK 90CV in 1906.
Louis took full control of the company as the only remaining brother in 1906 when Fernand retired for health reasons. Fernand died in 1909 and Louis became the sole owner, renaming the company Société des Automobiles Renault (Renault Automobile Company).
Renault fostered its reputation for innovation from very early on. At the time, cars were luxury items manufactured without assembly line advances. The price of the smallest Renaults at the time was 3000 francs (₣); an amount equal to ten years pay for the average worker. In 1905, the company introduced mass production techniques and Taylorism in 1913. In 1911, Renault visited Henry Ford at the Highland Park factory and adopted some of the manufacturing principles from his trip.
Renault manufactured buses and commercial cargo vehicles in the pre-war years. The first real commercial truck from the company was introduced in 1906. Renault were also an important pre-war manufacturer of aircraft engines. The firm entered the business in 1907 with the first of what would become a series of air-cooled V8 engines. In 1911 the Renault 90 hp became the world's first V12 aircraft engine when it was exhibited at the Salon de l’Aéronautique at the Grand Palais in Paris.
During World War I, the company branched out into ammunition and military vehicles such as the revolutionary Renault FT tank. Production of aero engines also ramped up with additional licensed production of the firms' products being undertaken by various companies, including Rolls-Royce who got their start in the aircraft engine business producing a batch of Renault 70 hp air-cooled V8s. Renault's most successful aircraft engine was the 300 hp 12Fe with around 5,300 built during the war. The company's military designs were so successful that Louis was awarded the Legion of Honour for his company's contributions. The company exported engines to American automobile manufacturers for use in such automobiles as the GJG, which used a Renault 26 horsepower (19 kW) or 40 hp (30 kW) four-cylinder engine.
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Interwar years (1919–1938)
Louis Renault enlarged Renault's scope after 1918, producing agricultural and industrial machinery. The war from 1914 until 1918 led to many new products. The first Renault tractor, the Type GP was produced between 1919 and 1930. It was based on the FT tank. Renault struggled to compete with the increasingly popular small, affordable "people's cars," while problems with the United States stock market and the workforce slowed the company's growth. Renault also had to find a way to distribute its vehicles more efficiently. In 1920, Louis signed one of its first distribution contracts with Gustave Gueudet, an entrepreneur from Amiens, France.
The pre-First World War cars had a distinctive front shape caused by positioning the radiator behind the engine to give a so-called "coal scuttle" bonnet. This continued through the 1920s. Only in 1930 did all models place the radiator at the front. The bonnet badge changed from circular to the familiar and continuing diamond shape in 1925. The practice of installing the radiator behind the engine against the firewall continued during the 1950s and 1960s on vehicles where the engine was installed longitudinally in the rear of the vehicle.
Renault introduced new models at the Paris Motor Show, which was held in September or October of the year. This led to confusion about model years. For example, a "1927" model was mostly produced in 1928.
Renault cars during this time period had two model lines; the economy four-cylinder engine models that in the 1930s had the suffix "Quatre" and the luxury six-cylinder models that were sold with the suffix "-six", later becoming "Stella." For example, in 1928, when Renault produced 45,809 cars, its seven models started with a 6CV, a 10CV, the Monasix, 15CV, the Vivasix, the 18/22CV and the 40CV. Renault offered eight body styles. The longer rolling chassis were available to coachbuilders. The smaller were the most popular while the least produced was the 18/24CV. The most expensive body style in each range was the closed car. Roadsters and tourers (torpedoes) were the cheapest.
The London operation was important to Renault in 1928. The UK market was quite large and North America also received exports for the luxury car market. Lifted suspensions, enhanced cooling, and special bodies were common on vehicles sold abroad. Exports to the US by 1928 had declined to near-zero from their high point prior to WWI. A Type NM 40CV Tourer had a US list price of over US$4,600 ($86,250 in 2025 dollars), about the same as a Cadillac V-12, Packard Eight, Fiat 520, or Delahaye. Closed 7-seat limousines like the Renault Suprastella started at US$6,000 ($112,500 in 2025 dollars).
Cars were conservatively engineered and built. The Renault Vivasix, model PG1, was sold as the "executive sports" model beginning in 1927. Lighter weight factory steel bodies powered by a 3,180 cubic centimetre (cc) six-cylinder motor provided a formula that lasted until the Second World War.
"de Grand Luxe Renaults", those with a wheelbase over 12-foot (3.7 m), were produced in small numbers in two major types – six- and eight-cylinder. The 1927 six-cylinder Grand Renault models NM, PI and PZ introduced the new three spring rear suspension that considerably aided stability that was needed since some vehicles surpassed 90 mph (140 km/h).
The straight 8-cylinder Reinastella was introduced in 1929 and expanded to a range culminating in 1939 Suprastella. Coachbuilders included Kellner, Labourdette, J. Rothschild et Fils and Renault bodies. Closed car Renault bodies were often trimmed with interior woodwork by Rothschild.
In 1928, Renault introduced an upgraded specification to its "Stella" line. The Vivastella's and Grand Renaults had upgraded interior fittings and a small star fitted above the front hood logo. This proved to be a winning differentiator and in the 1930s all cars changed to the Stella suffix from the previous two alpha character model identifiers.
The Grand Renaults were built using a considerable amount of aluminium. Engines, brakes, transmissions, floor and running boards and all external body panels were aluminium. Of the few that were built, many went to scrap to aid the war effort.
In 1931, Renault introduced diesel engines for its commercial vehicles.
Renault was one of the few French vehicle manufacturers that pursued the production of aircraft engines after World War I. In the late 1920s, it attempted to produce a high-power military engine to compete with the American Pratt & Whitney units, which proved unsuccessful, although its civil engines achieved better results.
In the 1930s, the company took over the aircraft manufacturer Caudron, focusing its production in small airplanes, acquired a stake in Air France and partnered to establish the airmail company Air Bleu. Renault Caudron airplanes settled several speed world records during the 1930s. Renault continued developing tanks as part of France's rearming effort, including the D1 and the FT's replacement, the R 35.
During the late 1920s and early 1930s, Renault was surpassed by Citroën as the largest car manufacturer in France. Citroën models at the time were more innovative and popular than Renault's. However, by mid-1930s the French manufacturers were hit by the Great Depression. Renault could initially offset losses through its tractor, railroad and weaponry businesses, while Citroën filed for bankruptcy, and was later acquired by Michelin. Renault became again the largest car manufacturer, a position it would keep until the 1980s.
Renault was finally affected by the Great Depression economic crisis in 1936. The company spun off Caudron and its foundry and aircraft engine divisions into related but autonomous operations, keeping its core automotive business. Between 1936 and 1938, a series of labour disputes, strikes, and worker unrest spread throughout the French automobile industry. The disputes were eventually quashed by Renault in a particularly intransigent way, and over 2,000 people lost their jobs.
World War II and aftermath (1939–1944)
After the French capitulation in 1940, Louis Renault refused to produce tanks for Nazi Germany, which took control of his factories. As Renault was manufacturing the Renault UE tank for the Allies, he produced trucks instead. On 3 March 1942, the British Royal Air Force (RAF) launched 235 low-level bombers at the Île Seguin, Billancourt, Paris plant, the largest number aimed at a single target during the war. 460 metric tons (450 long tons; 510 short tons) of bombs were dropped on the plant and the surrounding area, causing extensive damage along with heavy civilian casualties. Renault resolved to rebuild the factory as quickly as possible, but bombardments continued a year later, on 4 April, this time delivered by the Americans, and on 3 and 15 September 1943.
A few weeks after the Liberation of Paris, at the start of September 1944, the factory gates at Renault's Billancourt plant reopened. Operations restarted slowly, in an atmosphere poisoned by plotting and political conspiracy. In 1936, the Billancourt factory had been the scene of violent political and industrial unrest that had surfaced under Léon Blum's Popular Front government. The political jostling and violence that followed liberation ostensibly reflected the rivalries between capitalist collaboration and communist resistance; many of the scores settled predated the invasion.
Responding to the chaotic situation at Renault, a 27 September 1944 meeting of the Council of Ministers (fr) took place under de Gaulle's presidency. Postwar European politics had quickly become polarised between communists and anti-communists, and in France de Gaulle was keen to resist Communist Party attempts to monopolise the political dividends available to resistance heroes: politically Billancourt was a communist stronghold. The government decided to "requisition" the Renault factories. A week later, on 4 October, Pierre Lefaucheux, a resistance leader with a background in engineering and top-level management, was appointed provisional administrator of the firm, assuming his responsibilities at once.
Meanwhile, provisional government accused Louis Renault of collaborating with the Germans. In the frenzied atmosphere of those early post-liberation days, with many wild accusations, Renault was advised by his lawyers to present himself to a judge. He appeared before Judge Marcel Martin, on 22 September 1944 and was arrested on 23 September 1944, as were several other French automobile-industry leaders. Renault's harsh handling of the 1936–1938 strikes had left him without political allies and no one came to his aid. He was incarcerated at Fresnes prison where he died on 24 October 1944 under unclear circumstances, while awaiting trial.
On 1 January 1945, by de Gaulle's decree, the company was posthumously expropriated from Louis Renault. On 16 January 1945, it was formally nationalised as Régie Nationale des Usines Renault. Renault's were the only factories permanently expropriated by the French government. In subsequent years, the Renault family tried to have the nationalisation rescinded by French courts and receive compensation. In 1945, and again in 1961, the Courts responded that they had no authority to review the government's actions.
Postwar resurgence (1945–1971)
Under the leadership of Pierre Lefaucheux, Renault experienced both a commercial resurgence and labor unrest, that was to continue into the 1980s.
In the early 1950s, Renault assembled at least two Frégate variants in England, the "Standard Saloon" and the "De Luxe Saloon".
In secrecy during the war, Louis Renault had developed the rear engine 4CV which was subsequently launched under Lefacheux in 1946. Renault debuted its flagship model, the largely conventional 2-litre 4-cylinder Renault Frégate (1951–1960), shortly thereafter. The 4CV proved a capable rival for cars such as the Morris Minor and Volkswagen Beetle; its sales of more than half a million ensured its production until 1961.
After the success of the 4CV, Lefacheux continued to defy the postwar French Ministry of Industrial Production, which had wanted to convert Renault solely to truck manufacture, by directing the development of its successor. He oversaw the prototyping of the Dauphine (until his death), enlisting the help of artist Paule Marrot in pioneering the company's textile and color division.
The Dauphine sold well as the company expanded production and sales further abroad, including Africa and North America. The Dauphine sold well initially in the US, although it subsequently became outdated against increased competition, including from the country's nascent domestic compacts such as the Chevrolet Corvair. Renault also sold the Renault Caravelle roadster, which was called the Floride outside North America.
During the 1950s, Renault absorbed two small French heavy vehicle manufacturers (Somua and Latil) and in 1955 merged them with its own truck and bus division to form the Société Anonyme de Véhicules Industriels et d'Equipements Mécaniques (Saviem).
Renault then launched two successful cars – the Renault 4 (1961–1992), a practical competitor for the likes of the Citroën 2CV, and the rear-engined Renault 8. The larger Renault 10 followed the success of the Renault 8, and was the last rear-engined Renault. The company achieved success with the more modern and more upmarket Renault 16, a pioneering hatchback launched in 1966, followed by the smaller Renault 6.
On 16 January 1970, the manufacturer celebrated the 25th anniversary of its 1945 rebirth as the nationalised Régie Nationale des Usines Renault. The 1960s had been a decade of aggressive growth: a few months earlier, in October 1969, the manufacturer had launched the Renault 12, combining the engineering philosophy of its hatchbacks with the more conservative "three-box" design. The four-door Renault 12 model slotted between the Renault 6 and Renault 16. The model was a success. 1970 was also the first year during which Renault produced more than a million cars in a single year, building 1,055,803.
Modern era (1972–1980)
The company's compact and economical Renault 5 model, launched in January 1972, was another success, anticipating the 1973 energy crisis. The Renault 18 was introduced in 1978 and the larger Renault 20 in 1975.
During the mid-seventies, the already broad-based company diversified into more industries and continued to expand globally, including South East Asia. The energy crisis led Renault to again attempt to attack the North American market. Despite the Dauphine's success in the United States in the late 1950s and an unsuccessful assembly project in Saint-Bruno-de-Montarville, Quebec (1964–72), Renault began to disappear from North America at the end of the decade.
Renault acquired a controlling stake in Automobiles Alpine in 1973, and over the decades, Renault developed a collaborative partnership with Nash Motors Rambler and its successor American Motors Corporation (AMC). From 1962 until 1967, Renault assembled complete knock down (CKD) kits of the Rambler Classic sedans in its factory in Belgium. Renault did not have large or luxury cars in its product line and the "Rambler Renault" was positioned as an alternative to the Mercedes-Benz "Fintail" cars. Later, Renault continued to make and sell a hybrid of AMC's Rambler American and Rambler Classic called the Renault Torino in Argentina (sold through IKA-Renault). Renault partnered with AMC on other projects, such as a rotary concept engine in the late 1960s.
In the late 1960s and 1970s, the company established subsidiaries in Eastern Europe, most notably Dacia in Romania, and South America (many of which remain active) and forged technological cooperation agreements with Volvo and Peugeot, (for instance, for the development of the PRV V6 engine, which was used in Renault 30, Peugeot 604, and Volvo 260 in the late 1970s).
In the mid-1960s, Renault Australia was set up in Melbourne. The company produced and assembled models including the R8, R10, R12, R16, sporty R15, R17 coupes, R18, and R20. The unit closed in 1981 and the factory closed with LNC Industries taking over import and distribution of Renaults in Australia.
When Peugeot acquired Citroën and formed PSA, the group's collaboration with Renault was reduced, although established joint production projects were maintained. Prior its merging with Peugeot, Citroën sold to Renault the truck and bus manufacturer Berliet in December 1974, merging it with its subsidiary Saviem in 1978 to create Renault Véhicules Industriels, which became the only French manufacturer of heavy commercial vehicles. In 1976, Renault reorganised the company into four business areas: automobiles (for car and light commercial vehicles or LCVs), finance and services, commercial vehicles (coaches and trucks over 2.5 tons GVW), and minor operations under an industrial enterprises division (farm machinery, plastics, foundry, etc.). In 1980, Renault produced 2,053,677 cars and LCVs. The cars at the time were the Renault 4, 5, 6, 7, 12, 14, 16, 18, 20, and 30; the LCVs were the 4, 5, and 12 Société and the Estafette. The company added 54,086 buses/coaches and trucks.
In North America, Renault partnered with American Motors Corporation (AMC), lending AMC operating capital and buying a minority 22.5% stake in the company in late 1979. The first Renault model sold through AMC's dealerships was the R5, renamed Renault Le Car. Jeep was keeping AMC afloat until new products, particularly the XJ Cherokee, could be launched. When the bottom fell out of the four-wheel drive (4×4) truck market in early 1980, AMC was in danger of bankruptcy. To protect its investment, Renault bailed AMC out with cash – at the price of a controlling 47.5% interest. Renault replaced some AMC executives, and Jose Dedeurwaerder of Renault became President of AMC.
From Wikipedia’s article on Renault, shared under CC BY-SA 4.0.4