Renault Caravelle
| Company type | Automobile model |
|---|---|
| Industry | Automotive |
| Predecessor | Renault Dauphine (shared chassis and engine) |
| Founded | 1958 |
| Defunct | 1968 |
| Headquarters | Asnières-sur-Seine (body manufacturing), Creil (assembly plant) , France |
| Products | Sports cars (coupe, cabriolet, convertible) |
The Renault Caravelle is a sports car manufactured by Renault between 1958 and 1968. Styled by Pietro Frua of Carrozzeria Ghia, it utilized a rear-engine, rear-wheel-drive configuration and shared its chassis and engines with the Renault Dauphine. Available as either a two- or four-seat coupe or convertible, it was aimed at the expanding sports car segment.
Initially unveiled as the Renault Floride at the 1958 Paris Motor Show, it made its North American debut under the name Renault Caravelle in 1959. In markets outside North America and the United Kingdom, the model continued to be marketed as the Floride until 1962.
Name
Renault sought to capitalize on the Volkswagen Beetle’s popularity in North America by creating an elegant coupe/cabriolet derived from the Dauphine platform. During a North American dealers’ meeting held in Florida, the idea was proposed to enhance Renault’s presence in this crucial market. Chairman Pierre Dreyfus gave his approval, and internally the project was named "Floride" after the convention’s location.[1] However, due to regional sensitivities within many U.S. states, the Floride name was considered inappropriate. As a result, "Caravelle" was chosen for distribution in North America and English-speaking countries such as the UK.[2]
The Floride designation was later resurrected for a 2011 special edition of the Mégane Coupe Cabriolet, honoring the original vehicle’s 1960s design influence.
Body Styles
This model was available as a 2+2 coupe, a 2+2 cabriolet, and a convertible featuring a removable hardtop. While sharing the same wheelbase as the Renault Dauphine, extended overhangs resulted in a notably longer overall length, with slightly reduced height and marginally increased width.
Engine
At its introduction, the Floride was equipped with a rear-mounted, water-cooled four-cylinder engine derived from that of the Dauphine. It employed a larger Solex 32 mm carburetor compared to the Dauphine’s 28 mm unit. Revealed at the 1958 Paris Motor Show, it delivered an output rated at SAE. By mid-1959, an enhanced version tuned by Amédée Gordini became available, producing SAE through upgrades including modifications to the inlet manifold and camshaft, along with an increased compression ratio from 7.6:1 to 8.0:1.
Transmission
Power reached the rear wheels via a three-speed manual gearbox featuring synchromesh on its top two gears. For an extra cost of 200 New Francs, buyers could select a four-speed transmission option available on the slightly heavier coupe variant. Considering the vehicle’s power-to-weight ratio, most customers preferred this four-speed gearbox.
Subcontracted Production
Although Frua of Italy designed the car’s bodywork, manufacturing took place domestically through Société des usines Chausson, located in Asnières-sur-Seine, which had experience producing numerous French school bus bodies.
In spite of falling demand for the 4CV and poor sales of the Frégate, Renault encountered production bottlenecks during the late 1950s due to strong demand for the Dauphine. The primary Billancourt facility on Île Seguin lacked suitable space for expansion. Although new factories were established at Flins in 1952 and near Le Havre in 1964, these did not address assembly requirements for the Floride in 1958.
The heavy engineering company Brissonneau and Lotz, recognized for railway rolling stock production, had introduced a small cabriolet based on the Renault 4CV in 1956 but sold only about 200 units. Renault convinced Brissonneau to discontinue their own model and repurpose their plant to assemble the Floride instead. Utilizing Brissonneau’s manufacturing expertise alongside Renault’s investment, their Creil facility (covering 190,000 m² with 41,280 m² under roof) was converted into a dedicated Floride assembly plant during 1958–59. Brissonneau and Lotz continued production of the Floride until its discontinuation in 1968.
Upgrades
In October 1959, corresponding to the 1960 model year, both the Floride and Renault Dauphine underwent notable enhancements to their suspension systems. These improvements, crafted by the esteemed engineer Jean-Albert Grégoire and marketed by Renault as the "Suspension Aérostable", significantly boosted ride comfort and handling stability. The front suspension incorporated rubber springs to minimize body roll, while additional inboard air springs at the rear introduced a slight negative camber, thereby enhancing cornering traction.
March 1962 saw the Caravelle receive a new 956 cc engine, which was subsequently adopted in the Renault 8. Although this engine bore no relation to the earlier 845 cc unit used in the Dauphine, its displacement was similarly designed to fit within France’s 5CV car tax category. Alongside the engine upgrade, modifications included a sealed cooling system, updated front suspension and rear axle geometry, revamped steering components, and improved gearshift mechanisms. The radiator’s repositioning behind the engine freed up an additional 12 cm of interior space. Power output rose to . A four-speed gearbox became standard even in the French market, although the first gear did not feature synchromesh. These vehicles made their debut at the 1962 Geneva Motor Show, becoming the first high-volume French automobiles equipped with four-wheel disc brakes, resulting in approximately a 6 kg reduction in unsprung mass. From 1962 onward, the Caravelle name replaced Floride across all markets.
In 1964, an upgraded 1108 cc engine derived from the Renault 8 was introduced to the Caravelle range, delivering . A November 1965 test by British publication Autocar recorded a top speed of , acceleration from 0– in 17.8 seconds, and fuel consumption of . These performance figures were comparable to those of the contemporary Triumph Spitfire 4, although the Spitfire held a marginally higher maximum speed. Despite import duties favoring domestic UK manufacturers, the Caravelle carried a premium price tag of £1039 compared with £666 for the Spitfire 4, reflecting its upscale market positioning.
Commercial
Initial production volumes were modest, with only 3,777 units completed in 1959. However, following the introduction of the advanced "Aérostable" suspension system in 1960, Renault’s output surged to 36,156 Florides.
By the mid-1960s, however, the Caravelle’s styling began to appear dated. The elimination of internal tariffs within the Common Market heightened competition in France’s affordable sports car segment, particularly from Italian manufacturers. Consequently, production numbers declined sharply from 4,880 units in 1966 to just 2,991 in 1967. In 1968, only 1,438 vehicles were manufactured before Renault ceased Caravelle production that summer.