Renault Dauphine
| Industry | Automotive |
|---|---|
| Founded | February 25, 1899 in France |
| Founder | Louis Renault, Marcel Renault, Fernand Renault |
| Headquarters | Boulogne-Billancourt , France |
| Products | Automobiles, including Renault Dauphine |
| Website | www |
The Renault Dauphine () is a compact four-door economy sedan featuring a rear-engine, rear-wheel-drive layout, manufactured by Renault between 1956 and 1967. Showcasing traditional three-box styling, it played a pivotal role in shaping the development of the contemporary European economy car segment.
Together with vehicles such as the Volkswagen Beetle, Mini, and Fiat 600, the Dauphine was instrumental in establishing affordable small family automobiles across postwar Europe. Global production exceeded two million units, including licensed assembly in countries like Argentina, Brazil, Israel, Italy (marketed as Alfa Romeo), New Zealand, Japan, Spain, and the United States.
Renault broadened the Dauphine range with several derivatives: the premium Renault Ondine, the simplified Brazilian Dauphine Teimoso, sportier Dauphine Gordini and Ondine Gordini editions, along with the high-performance 1093 racing variant. The Dauphine’s platform also served as the foundation for the Renault Caravelle, a two-door coupe and convertible model.
Conception
As head of Renault following Louis Renault, chairman Pierre Lefaucheux' opposed the postwar French Ministry of Industrial Production’s efforts to restrict Renault to truck manufacturing. Instead, he prioritized passenger cars, achieving notable success with the 4CV model, which had surpassed 500,000 units by 1954.
The concept for the Dauphine emerged from discussions between Lefaucheux and engineer Fernand Picard. While recognizing that the 4CV was well-suited for immediate postwar needs, they foresaw increasing demand for a vehicle aligned with rising French living standards and the expansion of the national Autoroute system.
Prototyping
Designated internally as "Project 109," development of the Dauphine commenced in 1949 under engineers Fernand Picard, Robert Barthaud, and Jacques Ousset. A 1951 Renault survey established primary objectives: a maximum speed of 110 km/h, accommodation for four occupants, and fuel consumption below 7 L/100 km. Interestingly, this survey revealed that female respondents valued color options more than technical specifications.
Over five years, engineers refined the Dauphine using scaled clay models, aerodynamic testing, interior mock-ups, and metal prototypes. Prototype trials began discreetly at Renault’s Lardy facility in July 1952.
Utilizing new laboratories and test tracks, assessments covered velocity, acceleration, braking efficiency, fuel economy, handling dynamics, cabin heating, noise levels, and component durability. Parts underwent rigorous stress tests followed by redesigns to ensure production readiness.
By August 1953, an almond-green prototype completed a 2,200 km dry-weather test drive in Madrid with minimal complications. Lefaucheux then ordered a direct comparison against the Volkswagen Beetle. This evaluation exposed excessive noise levels, inadequate ventilation and door sealing, along with an underpowered initial 748 cc engine rated at four CV. Consequently, engineers increased displacement to 845 cc (5CV) by enlarging bore size.
Updated prototypes incorporating these modifications appeared by 1954; earlier versions were utilized for crash testing. Lefaucheux personally oversaw testing until his fatal car accident in February 1955; subsequently Renault’s Flins factory was renamed in his memory. Pierre Dreyfus took over project leadership.
Testing encompassed varied environments—dry conditions in Madrid; engine evaluations in Bayonne; cold-weather trials near Norway’s Arctic Circle; suspension tests in Sicily; and weather-seal assessments in Yugoslavia—accumulating over two million kilometers.
In December 1955, Pierre Bonin (director of Flins plant) and Fernand Picard presented the initial production Dauphine to Pierre Dreyfus.
Debut
Renault officially introduced the model through L’Auto Journal and L’Action Automobile et Touristique in November 1955 under the informal designation "5CV."
Press previews commenced on February 4, 1956, led by Renault press secretary Robert Sicot; six Dauphines were dispatched to Corsica for unrestricted journalist testing under embargo until March 1.
The public unveiling occurred on March 6, 1956 at Paris’ Palais de Chaillot, attracting over twenty thousand spectators—two days before its official presentation at the 1956 Salon International de l'Auto in Geneva.
Name
Internally known as Project 109 during development, the prototype was informally called "5CV." Chairman Lefaucheux referred to it as La machine de Flins, after the Flins Renault Factory where production started and which later bore his name.
Renault initially contemplated naming it Corvette but avoided conflict with Chevrolet’s recently released model. Instead, they selected a name paying homage to its predecessor—the iconic postwar French vehicle—the 4CV.
The term Dauphine was inspired during a dinner at l'auberge de Port-Royal, where it was suggested that if the 4CV was considered "Queen of the road," this successor should be named after the feminine form of 'Dauphin,' a French feudal title denoting heir apparent to the throne.
Notably, both Robert Opron and Flaminio Bertoni from Citroën had intended to name their Citroën Ami 6 as Dauphine; however Renault had already secured rights to this name.
Design
Upon release, the Dauphine occupied a market segment between Renault’s smaller 4CV and larger Frégate. It preserved the rear-engine layout and four-door three-box sedan format of its predecessor but offered increased interior space and power alongside enhanced attention to color schemes and styling details both inside and out.
Technical
The Dauphine employed an improved version of the water-cooled Ventoux engine originally from the 4CV—displacement rose from 760 cc to 845 cc with output increasing from 19–32 hp (14–24 kW). According to Road & Track, it accelerated from 0–110 km/h (0–68 mph) within approximately 32 seconds. Cooling was facilitated by air intakes positioned behind each rear door and ventilation grilles on the rear panel.
Compared to the 4CV, it was heavier and extended by 12 in (300 mm) in length. The four-door body utilized monocoque construction featuring perimeter longitudinal box sections combined with cross-bracing but abandoned rear-hinged suicide doors seen on its predecessor.
- Transmissions: Initially equipped with a three-speed manual gearbox featuring synchromesh on second and third gears; synchromesh on first gear was added starting October 1961.
- From 1957 onward, an optional semi-automatic transmission became available—a manual gearbox coupled with an electromagnetically controlled Ferlec clutch eliminating need for a clutch pedal; this system resembled Volkswagen’s Autostick. By 1963 Renault introduced a fully automatic three-speed transmission with electro-mechanical controls developed by Jaeger. This system operated via five push-buttons mounted on the dashboard labeled: R-N-D-2-1. Renault marketed this transmission as combining automatic ease with fuel efficiency (achieving approximately 35–40 mpg).
- Suspension: The front suspension employed conventional coil springs paired with wishbones and an anti-roll bar alongside rack-and-pinion steering mounted on a detachable crossmember. The rear featured a high-pivot swing axle design incorporating concentric coil springs and telescopic dampers mounted atop swing tubes referred to as trumpet casings. Aside from trunnion arms within the transaxle housing providing lateral location, there was no fore-aft positioning of rear suspension components. The entire engine/transaxle/suspension assembly could be detached as one unit. Rear wheels supported approximately 61% of total vehicle weight.
- The swing axle configuration induced significant camber changes during cornering that could cause oversteer—a handling characteristic potentially leading to instability. Renault addressed this by fitting a front anti-roll bar combined with differential tire pressures (lower pressure at front tires relative to higher pressure at rear) promoting understeer tendencies. However improper tire inflation could negate these measures resulting again in oversteer risk. In 1960 handling improvements included installation of rubber springs at front suspension plus auxiliary air springs at rear—marketed as Aerostable—which generated slight negative camber enhancing cornering grip.
- Engine configuration: In 1957 Renault engineer Fernand Picard observed that rear-engine/rear-wheel-drive layouts were gaining popularity across Europe—rising from just 2.6% of production in 1946 up to 26.6% by 1956—led by manufacturers such as Volkswagen, Fiat, and Renault models including the Dauphine. The British automotive industry largely remained outside this trend.
Engine specifications
| Engine | Fuel | Displ. | Power | Torque | Top speed | 0–60 mph (0–97 km/h) |
Power-to-weight ratio |
|---|---|---|---|---|---|---|---|
| Type Ventoux 670–1 | Gasoline | 845 cc | 27 hp (20.1 kW) at 4000 rpm |
66 N⋅m (49 lbf⋅ft) |
112 km/h (70 mph) |
37 s | 38.43 W/kg (41.54 hp/tonne) |
| Gordini – Ventoux 670–5 | Gasoline | 845 cc | 36 hp (26.8 kW) at 4000 rpm |
65 N⋅m (48 lbf⋅ft) |
130 km/h (81 mph) |
30 s | 40.68 W/kg (54.55 hp/tonne) |
Styling and interior
The design of the Dauphine echoed a scaled-down interpretation of Renault’s larger Renault Frégate, itself embodying classic three-box ponton styling principles. In collaboration with Luigi Segre from Carrozzeria Ghia during early design phases in 1953, efforts focused on integrating efficient air intake solutions at the rear engine bay.
The front featured a hood hinged forward containing headlights alongside a trunk space measuring approximately seven cubic feet. The spare tire was positioned flat beneath the front compartment accessible via an access panel.
Inside were adjustable front bucket seats complemented by a rear bench seat plus heater system; dashboard surfaces matched exterior paint colors; twin courtesy lights illuminated interiors; steering wheel was finished in white; rear windows could be bypassed for ventilation; dual horns selectable by driver were standard; gloveboxes were replaced by twin dashboard storage bins. Exterior paint options included various pastel shades.
For one of automotive history’s earliest co-branding collaborations, Renault partnered with jeweler Jacques Arpels of Van Cleef and Arpels to create an exclusive luxury dashboard edition for select Dauphines.
Marrot at Renault
Responding to criticisms regarding dull factory color schemes at Renault’s launch period, chairman Lefaucheux invited textile artist Paule Marrot to revamp Dauphine aesthetics. Marrot—an acclaimed Parisian artist awarded honors such as the prestigious Prix Blumenthal (1928)—endeavored to infuse vibrant pastel hues into Renault’s image.
Working alongside her team within newly established fabric and paint durability testing facilities at Renault's plant enabled Marrot to develop bold exterior colors including Rouge Montijo, Jaune Bahamas, Bleu Hoggar, and Blanc Réja. She also designed matching interior fabrics sourced from leading Paris textile manufacturers.
Marrot created a distinctive emblem for Dauphine—a trio of dolphins surmounted by a crown—which adorned steering wheels and hood badges throughout production years.
Later recognized with France’s Légion d'honneur, Marrot’s textile designs have been licensed internationally by companies such as Nike and Hayden-Harnett.
Variants
Introduced in 1961 as an upscale alternative within the Dauphine lineup was the Renault Ondine model offered for two years featuring a four-speed manual transmission.
Sportier variants bearing Gordini tuning included enhanced four-speed gearboxes along with four-wheel disc brakes introduced from model year 1964 forward. Amédée Gordini increased output to approximately 37 hp (27.2 kW). Both Dauphine Gordini and Ondine Gordini versions were available concurrently.
The limited-production factory racing model named "1093" totaled only about 2,140 homologated units tuned up to produce around 55 hp (41 kW) via twin-barrel carburettor feeding an upgraded engine paired with four-speed manual transmission plus tachometer instrumentation. Produced between 1962-63 it achieved top speeds near 140 km/h (87 mph), distinguished externally by white paint accented with two thin blue racing stripes.
Global manufacture
Renault assembled Dauphines primarily at its Flins factory where production rates reached approximately one vehicle every twenty to thirty seconds while engines were manufactured at Billancourt plant capable of producing one every twenty-eight seconds.
Licensed global manufacturing included:
Argentina: Under license through Industrias Kaiser Argentina, Santa Isabel facility produced approximately 97,209 units including:
- IKA Dauphine (1960–1966)
- IKA Gordini (1962–1970)
- Renault 850 (1967–1970), a lower specification variant
Argentine regulations required additional bumper bars fitted on vehicles sold locally.
Australia: Assembled locally by Renault (Australia) Pty Ltd at Somerton in Victoria state.
Brazil: Willys-Overland produced licensed versions between 1959-1968:
- Standard Dauphine: around 23,887 units (1959–1965)
- Gordini models: approximately 41,052 units (1962–1968)
- High-performance Renault 1093: about 721 units (1963–1965)
- Simplified Teimoso variant: roughly 8,967 units (1965–1967)
Total Brazilian output amounted close to seventy-five thousand vehicles.
Israel: Manufactured under license by Kaiser-Frazer between years spanning from late-1950s into early-1960s accompanied later by Hino Contessa models sharing Dauphine platform components.
Italy: Licensed production occurred through Alfa Romeo at Portello plant near Milan from approximately late-1950s until mid-1960s marketed as Dauphine Alfa Romeo, incorporating Magneti-Marelli twelve-volt electrical systems bearing Alfa Romeo branding exclusively. Fiat chairman Gianni Agnelli advocated tax reforms favoring vehicle length over engine displacement affecting sales dynamics negatively for small cars like Dauphine. Estimated production reached around seventy-three thousand units locally assembled.
New Zealand: Contract assembly conducted first by Todd Motors at Petone (1961–67), then transferred to Campbell Industries based in Thames after mid-1960s transition period who also assembled Hino Contessa models between roughly mid-1960s through late-1960s timeframe.
Japan: The Hino Contessa model shared mechanical underpinnings derived directly from Dauphine platform produced under license agreements domestically.
Spain: Produced extensively by Renault subsidiary F.A.S.A., totaling about one hundred twenty-five thousand nine hundred twelve units built between late-1950s through late-1960s timeframe.
United States: Served as mechanical basis for electric Henney Kilowatt model adaptation. Additionally aftermarket Judson superchargers were offered circa late-1950s retailing near US$165 installable without chassis or body modifications.
Succession
By early sixties management sought diversification beyond reliance on single model which had nearly imperiled Volkswagen’s stability prompting accelerated development of successor—the Renault R8, introduced alongside Dauphine starting in early-1962 model year. Production concluded with special limited edition run totaling one thousand units marking end-of-line phase-out for standard models produced until December of year nineteen sixty-six while Gordini variants remained available through December nineteen sixty-seven period when final assembly subcontracted out to Brissonneau and Lotz facility located at Creil alongside concurrent manufacture of Renault Caravelle models.
Reception
Upon its launch in nineteen fifty-six,the Dauphine rapidly achieved international popularity attributed largely to its stylish appearance coupled with affordability plus compact dimensions ideal for urban driving conditions.In nineteen fifty-seven,The Motor magazine described it as “the prettiest little four-seater worldwide.”
A June nineteen fifty-seven issue of Popular Science praised nimble handling characteristics noting its Detroit-inspired driving feel despite rear-engine layout citing acceleration reaching fifty miles per hour within nineteen seconds.By nineteen fifty-eight,the magazine acknowledged features such as steering wheel locking mechanism plus excellent visibility but criticized limited cabin space along with transmission shortcomings plus insufficient power during highway cruising speeds.A nineteen sixty-two test published in Road & Track evaluated Dauphine Gordini variant labeling it “peevish” achieving maximum speed near eighty miles per hour accelerating zero-to-sixty mph within twenty-two point three seconds.In nineteen sixty-nine,Motor Trend noted stable handling when driven normally but warned that high-speed cornering revealed oversteer tendencies inherent in rear-engine configurations.
Historical reviews acknowledged susceptibility toward corrosion absent diligent maintenance yet recognized its pioneering role among continental European automobiles.In twenty-ten,a Texas mechanic completed extensive journey driving a nineteen fifty-nine example round trip Alaska underscoring enduring appeal despite mixed critical perspectives.
Sales
By nineteen sixty-six,Renault declared that cumulative worldwide production exceeded one million units within just four years—a pace unprecedented among European automobiles at that time.In United Kingdom market,Dauphine ranked among earliest imported vehicles achieving significant sales penetration traditionally dominated by domestic British plus American brands.Total lifetime production reached approximately two million one hundred fifty thousand seven hundred thirty-eight vehicles.
United States
In nineteen fifty-eight,Time magazine reported rapid growth of Dauphine sales within U.S.market highlighting value proposition combining affordability,economy,and compactness.Outselling Volkswagen across eleven states including Texas,to support demand,Renault partnered with French Line establishing CAT (Compagnie d'Affrètement et de Transport) operating six cargo ships each capable of transporting up to one thousand sixty vehicles transatlantic.Renault also built nationwide distribution network comprising sixteen distributors supported by four hundred ten dealerships within eighteen months.A survey conducted during nineteen fifty-nine revealed eighty-five point four percent owners rated vehicle excellent while only five point four percent encountered breakdown issues.By then,it ranked second among imported cars after Volkswagen brand.
Nevertheless,following initial success,Dauphine sales declined sharply.Bernard Hanon,future chairman,warned via market research report identifying emerging problems but findings ignored by New York-based Renault Inc.director,resulting accumulation of thousands unsold vehicles docked globally causing substantial financial losses triggering first major corporate crisis.By October nineteen sixty,U.S.import volumes plummeted—August imports down fifty percent compared July—with two ships carrying Dauphines diverted mid-ocean due overcrowding at New York ports.Peak U.S.sales reached one hundred two thousand units during nineteen fifty-nine dropping dramatically down to just twelve thousand one hundred six units sold by nineteen sixty-six.
Criticism
A retrospective article published in nineteen ninety-eight by The Independent highlighted that although American consumers eventually adapted to characteristic swing-axle handling plus modest acceleration figures they were “stunned” by extremely poor corrosion resistance especially due to rapid rust formation caused by winter road salt affecting front fenders extensively.In nineteen sixty-seven,Renault admitted via U.S.advertising campaigns promoting successor models—the Renault 8 and10—that earlier products “were not fully prepared” for American market demands acknowledging dealer service networks were inadequately equipped.The Renault8 was marketed as “The Renault for people who swore they would never buy another one.”
In a two-thousand survey conducted on Car Talk,the Dauphine ranked ninth among Worst Cars Of The Millennium criticized mainly for engineering flaws though survey results reflected bias influenced heavily by voters’ negative personal experiences.In two thousand seven,Time magazine journalist Dan Neil included it among “50 Worst Cars Of All Time” describing it as “the most ineffective piece of French engineering since Maginot Line” emphasizing rapid rust deterioration issues.
Motorsport
The Dauphine achieved numerous successes in motorsport, notably securing the top four positions in its category at the 1956 Mille Miglia with factory-equipped five-speed variants. It also triumphed in the 1956 Tour de Corse (Corsica Rally) thanks to Belgian drivers Gilberte Thirion and Nadege Ferrier. In 1958, the model claimed victories at both the Monte Carlo Rally and the Tour de Corse, driven by Guy Monraisse and Jacques Féret. The Dauphine went on to win the 1959 Rallye Côte d'Ivoire (Ivory Coast Rally), as well as the 1962 Tour de Corse, piloted by Pierre Orsini and Jean Canonicci in a Dauphine 1093. From 1963 through 1971, it was a dominant force in Class B of Argentina's Turismo Nacional championship and took part in the 1966 Trans-American Sedan Championship as well.