France, 1956: Renault is at the peak of its success and is fighting for the title of Europe's leading car manufacturer. The small 4CV model is selling like hot cakes in France.
The management in Billancourt is not satisfied with export figures alone. They have an ambitious goal in mind – the American car market. This is to be conquered by a completely new model that Renault presented to 20.000 guests at the Palais de Chaillot in Paris: the “Dauphine”. For the “Thronfolgerin” – this is how the model name is translated into German – the designers chose the then common (and familiar from the 4CV) concept with a rear engine and rear drive.
The advantage: optimum traction even on what were then mostly poor roads. In southern Europe, South America and Africa, unpaved roads were still the rule in rural areas at that time. The modern "pontoon" body of the Renault Dauphine offered plenty of space for passengers and luggage. The final details were added by Pietro Frua, later designer of the legendary Maserati models. The standard four-door version increased comfort and represented a real competitive advantage.
Thanks to its versatility, low fuel consumption and reasonable price, the Dauphine soon won over many buyers. And it diversified the automotive world: while in the 50s most vehicles still had a Protestant-serious look, the new Renault brought a freshness with colours such as “Rouge Montijo” (Montijo red) or “Jaune Bahamas” (Bahamas yellow). Later, a luxury version, a version with automatic transmission and various sports versions were added.
The father of the Dauphine is considered to be Renault's CEO Pierre Lefaucheux. Under his leadership, the company experienced a remarkable relaunch after the Second World War. Contrary to the Ministry of Industrial Production, which wanted to transform Renault into a manufacturer of trucks only, Lefaucheux steadfastly focused on the production of passenger cars. In 1947, he established the production of the 4CV model, thus making a significant contribution to the mass motorization of France: in 1954, Renault celebrated the 500.000th car produced.
Lefaucheux's dream was to establish himself in America, as Renault and the French state needed foreign exchange. To do this, he needed a car that was larger, more comfortable and had a more powerful engine than the 4CV. So in July 1951, he gave the green light to the Dauphine, which at the time still had the working name "Project 109".
A small group of chosen people had been secretly developing this vehicle since February 1949. At the same time, Renault was expanding its factory in Flins-sur-Seine. This was where the new model was to be built. Lefaucheux did not see series production: he died in a car accident on February 11, 1955. He was succeeded by Pierre Dreyfus, who continued the project with the same enthusiasm.
Later, it was given the resounding name it deserved: “Dauphine”. Renault had big plans for the newcomer. Marcel Wiriath, director of the Crédit Lyonnais bank and member of the Renault board of directors, is credited with the name. At a banquet, he explained: “The 4CV is the queen! That is why the new model can only bear the name Dauphine!” The car, which had been “elevated” in this way, was powered by a rear-mounted engine with a displacement of 845 cubic centimeters and an output of 30 gross horsepower. Unlike its main competitor from Germany, the VW Beetle, the four-cylinder engine was water-cooled and therefore much quieter. Fresh air was supplied by intakes in front of the rear wheels.
Power is transmitted to the rear axle via a robust 3-speed gearbox, and the top speed is 115 km/h. In addition, the 380 liters of luggage capacity (in the front, of course!) and fuel consumption of 5,9 liters per 100 kilometers according to the then measurement method make the Crown Princess a true family vehicle.
While the assembly line was being started in Flins, Dreyfus secretly sent the first Dauphine models to the USA. There they were to serve as “bait” for authorized dealers. And indeed: in 1957, 28.000 Americans bought a Dauphine, in 1958 there were already 57.000, and in 1959 the number had increased to 102.000. For transoceanic transport, Renault set up its own company and equipped it with large ships. In Europe, the small Dauphine also proved to be a driving force for Renault’s exports. Not all cars were manufactured in France.
Régie also had its successful model produced abroad: assembly plants for the Dauphine were located in Belgium, Spain, Ireland and Great Britain. In Italy, Alfa Romeo produced and sold Renault cars under the name "Dauphine Alfa Romeo" from 1959. Production began shortly afterwards in Brazil, Argentina and Mexico. Although the attempt to penetrate the Indian market failed, Renault gained a foothold in Africa with assembly plants in Algeria, Cameroon, Dahomey (now Benin), Chad and the Central African Republic.
The American market proved to be more difficult than expected: since 1960, American manufacturers had been fighting back with their “compact” cars, thus competing strongly with imports from Europe. VW had also strengthened its presence in the USA. In addition, the American market had entered an economic crisis. Added to this were the problems that the company had caused itself: the rapid and uncontrolled expansion of its sales network was now taking its toll. While authorized dealers would soon no longer be able to obtain loans, Renault, despite signs of market overheating, was delivering cars at the same pace as before. As a result, tens of thousands of unsold vehicles were lying in stock. This ended the American adventure.
In Europe, however, the Dauphine remains a solid value. In 1961, Renault celebrated the production of its 1,5 millionth vehicle, the assembly of its 100.000th Dauphine for foreign markets and the export of its 850.000th. That same year, a more luxurious version, the “Ondine”, was launched. In 1962, Renault increased power to 32 hp. Also in 1962, a limited edition of the Dauphine 1093 with 55 hp and a 4-speed gearbox was launched, followed in 1964 by an automatic version with a state-of-the-art push-button gear selection system.
The Dauphine also excelled in series racing. In the hands of experienced drivers, it became a winning car. It won first places in the Mille Miglia, the Rallye Monte Carlo, the 12 Hours of Sebring, the Tour de Corse and the Rallye Liège–Rome–Liège. From 1957 onwards, tuner Amédée Gordini, known as “the wizard”, also worked on a rear-engined saloon on behalf of Renault. Various factory-converted versions bear his name.
As early as 1962, the Dauphine received a more modern rear-engined sibling, the Renault 8. However, Renault only gradually phased out its long-standing best-selling model: the “regular” Dauphine was discontinued in 1965, and the last Gordini rolled off the production line in December 1967. After 2.150.738 units built, the car that had brought Renault worldwide fame was biding its time. This made the heir to the throne a true queen.
