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Both Louis and Marcel Renault raced company vehicles, but Marcel was killed in an accident during the 1903 Paris-Madrid race. Although Louis Renault never raced again, his company remained very involved, including Ferenc Szisz winning the first ever Grand Prix motor racing[6] event in a Renault AK 90CV in 1906. Louis was to take full control of the company as the only remaining brother in 1906 when Fernand retired for health reasons.

The Renault reputation for innovation was fostered from very early on. In 1899, Renault launched the first production sedan car.[citation needed] At the time, cars were very much luxury items, and the price of the smallest Renaults available being 3000 francs reflected this; an amount it would take ten years for the average worker at the time to earn. As well as cars, Renault manufactured taxis, buses and commercial cargo vehicles in the pre-war years, and during World War I (1914–18) branched out into ammunition, military airplanes and vehicles such as the revolutionary Renault FT-17 tank. Company's military designs were so successful that Renault himself was honoured by the Allies for his company's contributions to their victory.[citation needed] By the end of the war, Renault was the number one private manufacturer in France.[citation needed] The company also exported their engines overseas to American auto manufacturers for use in such automobiles as the GJG which used a Renault 26 hp or 40 hp four-cylinder engine.

Between the world wars (1919–38)

Louis Renault enlarged the scope of his company after 1918, producing agricultural and industrial machinery. However, Renault struggled to compete with the increasingly popular small, affordable "people's cars", while problems with the stock market and the workforce also adversely affected the company's growth. Renault also had to find a way to distribute its vehicles more efficiently. In 1920, he signed one of its first distribution contracts with Gustave Gueudet, an entrepreneur from northern 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 "coalscuttle" bonnet. This continued through the 1920s and it was not until 1930 that all models had the radiator at the front. The bonnet badge changed from circular to the familiar and continuing diamond shape in 1925. Renault models were introduced at the Paris Motor Show which was held in September or October of the year. This has led to a slight confusion as to vehicle identification. For example a "1927" model was mostly produced in 1928.

Renault produced a range of cars from small to very large. For example in 1928 which was the year when Renault produced 45,809 cars the range of 7 models started with a 6cv, a 10cv, the Monasix, 15cv, the Vivasix, the 18/22cv and the 40cv. There was a range of factory bodies, of up to 8 styles, and the larger chassis were available to coachbuilders. The number of a model produced varied with size. The smaller were the most popular with the least produced being the 18/24cv. The most expensive factory body style in each range was the closed car. Roadsters and tourers (torpedoes) were the cheapest.

The London operation was very important to Renault in 1928. The UK market was quite large and from there "colonial" modified vehicles were dispatched. Lifted suspensions, enhanced cooling and special bodies were common on vehicles sold to the colonies. Exports to the USA by 1928 had almost reduced to zero from their high point prior to WW1 when to ship back a Grand Renault or similar high class European manufactured car was common. A NM 40cv Tourer had a USA list price of over $4,600 being about the same as a V12 Cadillac Tourer. Closed 7 seat limousines started at $6,000 which was more expensive than a Cadillac V16 Limousine.

The whole range was conservatively engineered and built. The newly introduced 1927 Vivasix, model PG1, was sold as the "executive sports" model. Lighter weight factory steel bodies powered by a 3180 cc six cylinder motor provided a formula that went through to the Second World War.

The "de Grand Luxe Renaults", that is any with over 12-foot (3.7 m) wheelbase, were produced in very 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 road holding that was needed as with some body styles over 90 mph (140 km/h) was possible. The 8 cylinder Reinastella was introduced in 1929. This model led on to a range culminating in the 1939 Suprastella. All Grand Renaults from 1923 are classed as classics by CCCA.[clarification needed][citation needed] Coachbuilders included Kellner, Labourdette, J.Rothschild et Fils and Renault bodies. Closed car Renault bodies were often trimmed and interior wood work completed by Rothschild.

Renault also introduced in 1928 an upgraded specification to the larger cars designated "Stella". Vivastella's and Grand Renaults had upgraded interior fittings and had a small star fitted above the front hood Renault diamond. This proved to be a winning marketing 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.

World War II and after (1939–71)

Renault Frégate

Renault 4CVAfter France surrendered in 1940, Louis Renault refused to produce tanks for Nazi Germany, which took control of his factories. He produced lorries for the German occupiers instead. In 1943 the Renault factory in Billancourt at Île Seguin was attacked by the Allies. The Provisional Government of the French Republic accused him of collaborating with Germans and arrested him just after the liberation of Vichy France in 1944. He was incarcerated at Fresnes prison where he died in 1944 under unclear circumstances,[7] awaiting trial.[8]

On January 1, 1945, by decree of General de Gaulle based on the untried[7] accusations of collaboration, the company was expropriated from Louis Renault posthumously and nationalised as Régie Nationale des Usines Renault. In retrospect, Renault's were the only factories permanently expropriated by the French government.[9]

Under the leadership of Pierre Lefaucheux, Renault experienced both a commercial resurgence as well as labor unrest — that was ultimately to continue into the 1980s.

In secrecy during the war, Louis Renault had developed the rear engine 4CV[10] 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 itself 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,[11] 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 extremely well as the company expanded production and sales further abroad, including Africa and North America. The Dauphine sold well initially in the US, where it subsequently became outdated against increased competition, including from the country's nascent domestic compacts such as the Chevrolet Corvair.

Renault subsequently launched two cars which became very successful — the Renault 4 (1961–1992), a practical competitor for the likes of the Citroën 2CV, and Renault 8. The larger rear-engined Renault 10 followed the success of the R8, and was the last of the rear-engined Renaults. 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.

Current modelsCurrent model line up:[19]

Clio Campus (1998; Clio II re-named)

Clio III (2005/2009; HB, 3 and 5-doors, Grand Tourer)

Espace IV (2002; also available as Grand Espace)

Fluence (2010; Saloon based on the Mégane III platform)

Kangoo II (2009)

Koleos (2008)

Laguna III (2007/2009; HB, Grand Tourer)

Latitude (2011; based on the Renault Samsung SM5)

Megane II (estate version sold in some markets as Renault Grand Tour)

Mégane III (2009)

Modus (2004; also available as Grand Modus)

Safrane II (2008)

Scénic III (2009; also available as Grand Scénic)

Symbol (2008; A 4 door sedan based on the Clio III platform, also known in some markets as the Thalia)

Twingo II (2007)

Wind (2010)

Dacia vehicles sold in some markets under the Renault Marque:

Duster (2009; A multi terrain vehicle available in 2 and 4 wheel drive versions built by Dacia)

Logan (2004)

Sandero (2008)

Renault light commercial vehicles:

Kangoo Express (also sold in some markets as Nissan Kubistar)

Master (also sold in some markets as Nissan Interstar)

Trafic (a joint venture with General Motors, sold in some markets as Opel Vivaro, Vauxhall Vivaro and Nissan Primastar)

Renault commercial vehicles

Renault SA ceased manufacturing large goods vehicles by 2004 when it sold its truck and military divisions to Volvo in 2001 (but still sold under the Renault Trucks name) and its bus and tram business to Irisbus in 1999. Renault's agricultural division was sold to CLAAS in 2004.

Renault concept cars

Renault Kangoo Z.E. ConceptMain article: List of Renault vehicles#Concept Cars

Renault has displayed numerous concept cars to show future design and technology directions. Since 2008 Renault displayed various all-electric car concepts under the name "Z.E.", starting with a concept based on the Renault Kangoo Be Bop. Further concepts and announcements followed, with a pledge to start production of the Fluence Z.E. saloon in 2011 and the Renault Zoe in 2012.

Renault also revealed the Ondelios hybrid concept in 2008.[20][21] but this was overtaken by the Z.E. programme.

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Renault S.A. (Euronext: RNO) is a French automaker producing cars, vans, and in the past, autorail vehicles, trucks, tractors, vans and also buses/coaches. Its alliance with Nissan makes it the world's third largest automaker.[3] Together Renault and Nissan are leading electric car development among major car companies, investing 4 billion euros ($5.16 billion) in eight electric vehicles over the next 3–4 years.[4] Headquartered in Boulogne-Billancourt, Renault owns the Romanian automaker Automobile Dacia and the Korean automaker Renault Samsung Motors. Renault also owns subsidiaries RCI Banque (providing automotive financing) and Motrio (automotive parts). Renault Trucks, previously Renault Vehicules Industriels, has been part of Volvo Trucks since 2001. Renault Agriculture became 100% owned by German agricultural equipment manufacturer CLAAS in 2008.

Brazilian Carlos Ghosn, of Lebanese origin, is the current CEO. The company's most successful cars to date are the Renault Clio and the Renault Laguna, and its core market is Europe.[5] The company is known its role in motor sport, and its success over the years in rallying and Formula 1. The French government owns a 15 percent share of Renault.[4]

Foundation and early years (1898–1918)

Louis Renault in 1903Producing cars since late 1897, the Renault corporation was founded in 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 models before teaming up with his brothers, who had honed their business skills working for their father's textiles firm. While Louis handled design and production, Marcel and Fernand handled company management.

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. The client was so impressed with the way the tiny car ran and how it climbed the streets that he bought it.

The brothers immediately recognised the publicity that could be obtained for their vehicles by participation in motor racing and Renault made itself known through achieving instant success in the first city-to-city races held in Switzerland resulting in rapid expansion for the company.