Renault 760
| Industry | Automotive |
|---|---|
| Founded | February 25, 1899 in France |
| Headquarters | Boulogne-Billancourt , France |
| Products | Automobiles |
The Renault 4CV (, pronounced quat'chevaux) is a compact, four-door economy vehicle featuring a rear-engine and rear-wheel-drive layout, manufactured by the French automaker Renault from August 1947 until July 1961. It holds the distinction of being the first French automobile to surpass one million units sold and was later replaced by the Renault Dauphine.
Constructed with a monocoque body, the 4CV had a length of , and was designed with front suicide doors. The model’s name derives from its fiscal horsepower rating in France, where "CV" stands for chevaux-vapeur (horsepower).
Conception and development
During the German occupation of France in World War II, Renault engineers secretly initiated the design and development of the 4CV while the company was limited to producing commercial and military vehicles. From 1941 to 1944, under technical director Wilhelm von Urach, the small car project proceeded discreetly. The design team was headed by technical director Fernand Picard—recently returned from Renault’s aero-engine division—and veteran engineer Charles-Edmond Serre. Their goal was to create an affordable, compact car suitable for the austere post-war period. This direction contrasted with Louis Renault’s 1940 vision, which emphasized modernizing the mid-range Juvaquatre and Primaquatre models. Nonetheless, Picard and Serre continued their efforts.
Jean-Auguste Riolfo, who led testing, along with other department heads, were briefed early in the process. In May 1941, after reviewing a full-scale engine mock-up, Louis Renault unexpectedly gave his approval to the project, internally designated "106E." However, since German authorities prohibited new passenger car development, the 4CV was officially treated as a secondary offshoot of an engine initiative for the Juvaquatre. The German-appointed management was excluded from knowledge of "Project 106E," while von Urach quietly permitted its progress.
Volkswagen influence
In November 1945, as part of reparations discussions, the French government invited Ferdinand Porsche to consider relocating Volkswagen production to France. On December 15, 1945, Porsche was requested to provide consultation to Renault regarding the nearly production-ready 4CV model. By this time, Renault had been nationalized and was under the leadership of Pierre Lefaucheux, a former resistance fighter and Buchenwald concentration camp survivor. Lefaucheux firmly denied assertions that the 4CV drew inspiration from Volkswagen and resisted governmental pressure to involve Porsche in its development.
Despite government insistence on nine expedited meetings with Porsche, Lefaucheux asserted these discussions would not alter the design of the 4CV. Porsche acknowledged that mass production could commence within a year. Shortly after these consultations, Porsche was detained on charges relating to forced labor at Volkswagen factories during wartime. He was held without trial in Dijon for twenty months; meanwhile, his son Ferry Porsche gained release following partial ransom payment.
The initial prototype of the 4CV—a two-door version—was completed in 1942, followed by two additional prototypes over three years. After assuming control of Renault in early 1945, Lefaucheux personally conducted tests on the prototype at Louis Renault's Herqueville estate.
Ready for release
In 1940, Louis Renault is said to have directed his engineering team to "create a car similar to the Germans'." Up until 1945, the 4CV was equipped with a faux grille featuring six slim horizontal chrome bars, intended to obscure its structural resemblance to the German Volkswagen while also reflecting the styling cues of early 1940s front-engine vehicles manufactured in Detroit.
A crucial element behind the 4CV’s production success was the innovation spearheaded by Pierre Bézier. Beginning his career as a tool setter and rising to the position of production engineering director by 1949, Bézier introduced transfer lines that manufactured most mechanical components for the 4CV. These advanced machines, inspired by General Motors’ automated machining concepts, incorporated multiple workstations and electromagnetic tools to carry out sequential processes on engine blocks, greatly improving manufacturing efficiency.
Launch and market reception
The 4CV was unveiled at the 1946 Paris Motor Show and became available for purchase in 1947. Mass production commenced shortly before the October 1947 exhibition at Renault’s Billancourt factory, although initial availability was limited. Renault's marketing highlighted the extensive use of machine tools and novel assembly techniques, positioning the 4CV as France’s first high-volume postwar automobile.
Known colloquially as "La motte de beurre" (the lump of butter) because of its rounded silhouette and early sand-yellow paint derived from surplus Afrika Korps supplies, it later earned the nickname "quatre pattes" (four paws). The vehicle featured a rear-mounted 760 cc four-cylinder engine paired with a three-speed manual gearbox. In 1950, this was updated to a 747 cc Billancourt engine delivering 17 PS.
Although initial sales were hindered by France’s postwar economic conditions, by mid-1949 the 4CV had sold 37,000 units, becoming the nation’s best-selling car. In West Germany, it moved 1,760 units in 1950—accounting for 23% of imported vehicles—ranking second only to the Fiat 500. Production extended over more than ten years. Power output was later raised to 21 hp as higher-octane fuels enabled increased compression ratios. Weighing only 620 kg, it accelerated from zero to 90 km/h in 38 seconds and reached a top speed just below 100 km/h. The adaptable engine permitted use of both second and top gears across speeds ranging from 5 to 100 km/h; only first gear lacked synchromesh and was primarily intended for starting from a standstill.
Handling
The rear-engine layout facilitated highly geared yet relatively light steering; early versions required just two and a quarter turns from lock-to-lock. This responsive steering appealed to driving enthusiasts but demanded care on slippery surfaces due to oversteer tendencies. Later models increased steering turns to four and a half lock-to-lock, signaling an adjustment in handling characteristics.
Broadening the range downmarket
At the start of 1953, Renault launched a basic version called the Renault 4CV Service, which omitted luxury elements such as wider tires and chrome detailing while simplifying seats and steering wheel design. Offered exclusively in grey and priced below 400,000 Francs, this model targeted a more budget-conscious segment. However, it was discontinued within one year, likely due to competition from the more affordable and larger Citroën 2CV, which began at a price of 341,870 francs.
Replacement
The Renault Dauphine took over from the 4CV in 1956, although production of the 4CV continued until 1961. Following this, the Renault 4, which utilized the same engine and was positioned within a similar price bracket, maintained its presence in the market.
Around the world
Although the primary manufacturing site for the 4CV was Renault's Île Seguin facility near Billancourt, assembly also took place in seven additional countries. Starting in December 1949, right-hand drive models were assembled at the Acton plant in West London, predominantly using French-sourced parts. Other notable production sites included Australia, Belgium, Ireland, Japan—where Hino Motors crafted premium versions—Spain, and South Africa.
With a worldwide output exceeding 1.1 million units, the 4CV became the first French automobile to surpass one million sales.
- In Spain, FASA's Valladolid factory produced the model from 1951 until 1961.
- In Japan, Hino Motors manufactured the Hino Renault 4CV under license between 1953 and 1961 before launching the Hino Contessa powered by a Renault engine.
- In Australia, marketed initially as Renault 760 and later as Renault 750, it was offered both as fully built vehicles and as CKD kits assembled locally in Sydney from 1949 through 1961.
The versatile engineering of the 4CV contributed to its popularity in motorsport. A significant example is the Alpine A106, Alpine’s inaugural project with Renault, which was built on the 4CV chassis. This collaboration ultimately led to victory at the 1973 World Rally Championship with the Alpine A110.
Renault Beach Wagon
A special edition of the 4CV, known as the Renault Beach Wagon or Renault Jolly, was produced by Ghia in 1961. Only 50 units were created from sequentially numbered 4CVs, with approximately twelve still surviving today.
Renault Fiftie
To commemorate the 50th anniversary of the 4CV, Renault introduced the Renault Fiftie concept car in 1996. This two-door coupe featured a mid-engine layout and design elements inspired by the original 4CV.
External links
- Renault 4CV virtual tour at Auto Kout Centrum. Virtual experience by Milan Tucek.