Automobiles L. Rosengart

Rosengart
Company type	Private
Industry	Automotive
Predecessor	Bellanger factory
Founded	1923
Founder	Lucien Rosengart
Defunct	1955
Fate	Bankruptcy and closure
Headquarters	Neuilly-sur-Seine, Paris, France
Area served	France, export markets
Key people	Lucien Rosengart (founder)
Products	Automobiles, light commercial vehicles
Number of employees	1,700 (at closure)

The founder

Lucien Rosengart (1881–1976), an engineer and businessman, had already built a thriving engineering enterprise by the age of 24. In the mid-1920s, he recognized an unmet demand in France for very compact automobiles. In 1923, Rosengart secured a license to manufacture the British Austin 7 and, collaborating with engineer Jules Salomon, acquired the former Bellanger factory located in Paris's 17th arrondissement. This expansive facility provided a foundation for substantial production expansion.

Beginnings

Manufacturing commenced in 1927 at the Boulevard de Dixmude facility with the introduction of the Rosengart LR2 in 1928, coinciding with Germany’s Austin 7-based BMW predecessor. Renowned for its dependability, the LR2 remained in production until at least 1939, available in multiple variations.

The LR2’s robustness was demonstrated when one production vehicle covered daily distances for over three months without significant mechanical failure, while another achieved victories in 80 out of 81 competitive trials within the same timeframe.

Starting in 1931, the redesigned Rosengart LR4 incorporated changes that distanced it from its Austin roots but retained the original 747-cc engine and three-speed transmission. Marketed as the Rosengart Cinq, named after its five tax horsepower rating, this model and its derivatives continued into the 1950s on a short wheelbase chassis. Additionally, two longer wheelbase versions—the LR44/47 and LR45—were produced until approximately 1935.

A notable enhancement was introduced in August 1935 with the more powerful Rosengart Supercinq ("Super Five"), which featured an aluminium cylinder head and other improvements that elevated output from . While marketed as the Super Cinq, the original Cinq model remained available as a more affordable alternative.

The Supercinq was offered exclusively on the shortest wheelbase as model LR4N2; shortly thereafter, the LR4R1 was launched with a four-speed gearbox. By 1938, engine power increased to , while tax horsepower was reduced to 4 CV.

In the early 1930s, Rosengart collaborated with German automaker Adler, producing licensed versions of their Adler Trumpf and Trumpf Junior front-wheel-drive vehicles to broaden its product range. The company also developed a rear-wheel-drive car resembling an elongated Austin.

This effort culminated in the sophisticated Rosengart Supertraction introduced in 1937, marking Rosengart’s entry into competition with larger cars such as the Peugeot 402 and Berliet Dauphine.

Despite this, sales of larger models did not generate sufficient returns to justify further investment. Meanwhile, small cars achieved only moderate sales volumes with slim profit margins—a challenge that established French automakers had historically avoided. By 1936, financial strain forced Rosengart to transfer ownership to Societé Industrielle de l'Ouest Parisien (SIOP).

War and aftermath

Production of the Supertraction remained limited before the factory was destroyed during the German invasion by the German Army. Although the company endured through occupation, automobile manufacturing halted throughout the war. Following this period, founder Lucien Rosengart returned from exile in the United States and sought to restart production of the small vehicles that had previously driven pre-war success. However, leading French manufacturers were already producing highly efficient small cars tailored to post-war needs, achieving sales volumes and economies of scale unattainable by Rosengart’s SIOP facility. Consequently, the Neuilly plant operated well below capacity.

Postwar Period

The initial vehicle produced after the war was the Rosengart Vivor, a light commercial van derived from the 1930s LR4 design. This model was available either as a van or a "break" version featuring side windows. Production reached its highest point in 1951 with 873 units manufactured but dropped significantly afterward, concluding in 1953 with only 373 units produced.

In October 1946, at the Paris Motor Show, Rosengart unveiled the "Super 5" prototype, personally driven by Lucien Rosengart. Despite this, the backing from the main shareholder, Societé Industrielle de l'Ouest Parisien (SIOP), was tepid. Shortly following this event, Rosengart divested his remaining shares and gradually distanced himself from the company. Importantly, Rosengart was omitted from the postwar Pons Plan, a government strategy aimed at reorganizing the French automotive sector. This exclusion limited access to crucial authorizations and raw materials.

The following year, in 1947, Rosengart returned to the Paris Motor Show showcasing two "Rosengart Supertrahuit" models. The name was a blend of "tra," indicating front-wheel drive (traction avant), and "huit," referring to its eight-cylinder engine. The range featured a two-door coupé seating four and a cabriolet, both sharing identical wheelbase and overall length dimensions—suitable for a four-door sedan model that was never realized. The company aspired to align itself with manufacturers such as Delahaye-Delage, Hotchkiss, and Talbot, focusing on export markets rather than domestic sales within the Pons Plan’s luxury segment. Although stylish, the Supertrahuit’s engine—a 3,917 cc V8 sourced from American Ford Mercury—was politically sensitive at the time and likely impeded government endorsement. Production figures for this model remain uncertain.

The Ariette Model

The last model introduced by Rosengart was the Ariette, which made its debut at the Paris Motor Show in late 1951. This compact two-door four-seater, designed by Philippe Charbonneaux, was praised for its appearance but faced criticism due to lackluster performance. Its 747 cc powerplant, originally used in the Austin 7 dating back to 1922, delivered 21 horsepower—an improvement over earlier Rosengart engines but still considered outdated. Despite the car’s light mass of 720 kg and a four-speed transmission equipped with synchromesh on higher gears enhancing this modest output, it remained underpowered relative to its price tag of 668,500 francs in 1952. This cost was difficult to justify when compared with rivals such as the Renault 4CV, which started at 399,000 francs.

In 1952, Rosengart launched an Ariette break (station wagon) variant intended to replace the underperforming Vivor van. This version weighed slightly more at 735 kg but offered an impressive payload capacity of 500 kg.

To tackle pricing issues, early in 1953 Rosengart introduced the Artisane version—a more basic variant using the Ariette’s body but stripped of chrome detailing, wheel covers, rear seats, and finished exclusively in dark grey with unchromed bumpers. Priced at 599,000 francs, it represented a discount exceeding 10%. Nevertheless, by this stage consumer interest had sharply declined.

Closure

Following the 1952 Paris Motor Show, Societé Industrielle de l'Ouest Parisien (SIOP), Rosengart’s owner since 1936, declared bankruptcy. Lucien Rosengart, who had retired and remained uninvolved for several years prior, was largely unaffected by these developments.

The Neuilly manufacturing facility shut down toward the end of 1952 resulting in approximately 1,700 job losses but resumed operations early in 1953 after negotiations with creditors. Production of the Ariette recommenced at a rate of roughly four units daily with ambitions for expansion. However, the core problem endured: without competitive pricing or sufficient volume sales—which were unattainable given its cost—the model could not thrive.

Eventually, Rosengart terminated activities in mid-1955 after failing to bring to market the Sagaie, a derivative of the Ariette powered by a flat-twin engine.

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