Zona Erotika

ZONA EROTIKA - ZE - RENAULT CARS

History[edit]Foundation and early years (1898–1918)

Louis Renault in 1903

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 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. 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 Grand Prix motor racing event^[6] 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. 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. In 1905 the company introduced mass-production techniques, and Taylorism in 1913. 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.^[7] The company's military designs were so successful that Renault himself was awarded the Legion of Honour for his company's contributions to the war.^[8] 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.

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. 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.