Renault Ondine
| Company type | Automobile model |
|---|---|
| Industry | Automotive |
| Founded | 1956 |
| Founder | Renault |
| Defunct | 1967 |
| Headquarters | Flins , France |
Area served | Europe and other countries (including Brazil) |
| Products | Compact four-door economy sedan |
The Renault Dauphine is a compact four-door economy sedan featuring a rear-engine, rear-wheel-drive layout and traditional three-box design, manufactured by Renault from 1956 until 1967 during a single production cycle.
Together with vehicles such as the Citroën 2CV, Volkswagen Beetle, Mini, and Fiat 600, the Dauphine played a foundational role in shaping the modern European small car market. More than two million units were built, including under license in countries beyond France.
Renault introduced several versions of the Dauphine: the upscale Renault Ondine; a simplified Brazilian edition called Dauphine Teimoso; sportier Dauphine Gordini and Ondine Gordini trims; as well as the high-performance racing-oriented 1093. Additionally, the Dauphine platform served as the basis for the distinguished Renault Caravelle, a two-door coupé and convertible.
Conception
As Louis Renault’s successor and chairman of Renault, Pierre Lefaucheux opposed the postwar French Ministry of Industrial Production directive to convert Renault exclusively into a truck manufacturer. Instead, he emphasized passenger cars, achieving notable success with the 4CV model, which had surpassed half a million units by 1954.
The concept for the Dauphine emerged from discussions between Lefaucheux and engineer Fernand Picard. They concurred that although the 4CV was well-suited for immediate postwar needs, French consumers would soon expect a vehicle reflecting improved living standards and compatible with expanding French Autoroutes.
Prototyping
Internally designated "Project 109," development began in 1949 led by engineers Fernand Picard, Robert Barthaud, and Jacques Ousset. A 1951 Renault study set objectives including a maximum speed of 110 km/h, seating capacity for four passengers, and fuel efficiency below 7 liters per 100 kilometers. The study also highlighted that female buyers placed significant importance on vehicle color choices.
Over five years, designers crafted scale clay models, conducted aerodynamic analyses, constructed full-size interior mock-ups, and produced an initial metal prototype. Beginning in July 1952, secret testing took place at Renault’s Lardy facility using newly built laboratories and test tracks to assess performance metrics such as acceleration, braking, fuel economy, handling dynamics, noise levels, and durability.
By August 1953, an almond-green prototype underwent dry-condition trials in Madrid. Subsequently, Lefaucheux mandated direct comparison tests against the Volkswagen Beetle. Engineers identified excessive cabin noise, insufficient ventilation and door seals, and an underpowered engine of only 748 cc (4 CV). To address this, the engine displacement was increased to 845 cc (5 CV) through bore enlargement.
Updated prototypes incorporating these enhancements appeared by 1954; earlier versions were sacrificed in crash tests. Lefaucheux maintained close oversight of testing but tragically died in a car accident in February 1955. In his honor, the Flins factory was renamed after him; Pierre Dreyfus then took charge of the project.
Extensive testing covered over two million kilometers across varied environments: dry conditions in Madrid; engine endurance trials near Bayonne; cold-weather assessments close to Norway’s Arctic Circle; suspension evaluations in Sicily; and weather seal inspections in Yugoslavia.
In December 1955, Pierre Bonin (director of Flins) alongside Fernand Picard unveiled the first production-ready Dauphine to Pierre Dreyfus.
Debut
Renault publicly revealed the model’s existence in November 1955 via publications L’Auto Journal and L’Action Automobile et Touristique, informally dubbing it "5CV". Press preview drives commenced on February 4, 1956, when six Dauphines were dispatched to Corsica for journalists under embargo until March 1.
The official launch occurred on March 6, 1956 at Paris’ Palais de Chaillot, attracting over twenty thousand spectators. This preceded its formal debut two days later at the 1956 Salon International de l'Auto in Geneva.
Name
Internally referenced as Project 109 and colloquially called "5CV," chairman Lefaucheux frequently referred to it as La machine de Flins, after the Flins Renault Factory where production commenced.
Renault initially contemplated naming it Corvette but avoided conflict with Chevrolet’s recently introduced model. Instead, they selected Dauphine, evoking continuity with the predecessor 4CV’s role in France’s postwar industrial revival.
The name arose during a dinner at l'auberge de Port-Royal, where it was noted that if the 4CV was considered "Queen of the road," then this new model should be named Dauphine, the feminine form of Dauphin, meaning heir apparent to the French throne.
Interestingly, both Robert Opron and Flaminio Bertoni from Citroën had intended to name their Citroën Ami 6 model Dauphine but found Renault had already claimed the name.
Design
At its introduction, the Dauphine occupied a market segment between the concurrently produced 4CV and larger Frégate. It retained the rear-engine layout and four-door three-box sedan body style of the 4CV but provided increased interior space and power while emphasizing more vibrant exterior colors and refined design elements.
Technical
The Dauphine was powered by an enhanced version of the water-cooled Ventoux engine originally used in the 4CV. Displacement grew from 760 cc to 845 cc with output rising from 19–32 hp (14–24 kW). According to Road & Track, acceleration from 0–110 km/h (0–68 mph) took approximately 32 seconds. Cooling was facilitated via air intakes positioned behind each rear door along with vents on the rear panel.
Weighing more than its predecessor and extended by 12 in (300 mm), its four-door monocoque body incorporated perimeter longitudinal box sections reinforced by cross-bracing. This design eliminated previous rear-hinged suicide doors found on earlier models.
- Transmissions: Initially equipped with a three-speed manual transmission synchronized on second and third gears; synchromesh was added to first gear in October 1961. A semi-automatic variant debuted in 1957 featuring an electromagnetically actuated Ferlec clutch that eliminated the need for a clutch pedal—comparable to Volkswagen's Autostick. From 1963 onward, a three-speed electro-mechanical automatic transmission developed by Jaeger became available. This system used five dashboard push-buttons labeled R-N-D-2-1. Renault promoted it as offering automatic convenience while maintaining fuel efficiency (35–40 mpg).
- Suspension: The front suspension employed conventional coil springs with wishbones combined with an anti-roll bar and rack-and-pinion steering mounted on a detachable cross member. The rear utilized a high-pivot swing axle setup with coil springs and telescopic shock absorbers mounted atop swing tubes ("trumpet casings"). Apart from trunnion arms within the transaxle housing, there was no fore-aft location for rear suspension components. The entire engine/transaxle/suspension assembly could be removed as one unit. Rear wheels supported approximately 61% of total vehicle weight.
The swing axle design led to significant camber changes during cornering that could induce oversteer—a handling instability. To counter this tendency, Renault implemented a front anti-roll bar combined with differential tire pressures (lower pressure front tires versus higher pressure rear tires) encouraging understeer characteristics. Incorrect tire inflation could negate these benefits and reintroduce oversteer risks—a problem also observed in American Chevrolet Corvairs. In 1960, Renault upgraded suspension with rubber springs upfront and auxiliary air springs at the rear—marketed as Aerostable—which induced slight negative camber at rear wheels improving grip.
- Engine configuration: In a 1957 observation by Renault engineer Fernand Picard, rear-engine rear-wheel-drive architectures like that of the Dauphine were part of an expanding trend led by Volkswagen, Fiat, and Renault themselves—rising from just 2.6% of Western European car production in 1946 to nearly 26.6% by 1956. These figures excluded UK manufacturers due to differing design preferences there.
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 Dauphine’s exterior design was essentially a scaled-down interpretation of the Renault Frégate, itself following classic three-box ponton styling principles. Luigi Segre from Carrozzeria Ghia contributed expertise particularly on integrating engine air intakes discreetly behind rear doors.
Its front-hinged trunk lid incorporated headlight assemblies along with providing around seven cubic feet of luggage space. The spare tire was stored flat beneath an accessible panel located at the front compartment.
Inside were adjustable bucket seats up front complemented by a bench seat at rear, heating system, dashboard painted to match exterior colors, twin courtesy lights, white steering wheel rimmed in chrome or plastic depending on trim level, rear bypass windows for ventilation control, dual horns selectable by driver preference, plus twin dashboard storage bins replacing traditional gloveboxes. Exterior finishes came in numerous pastel shades appealing to contemporary tastes.
As an early example of brand collaboration beyond automotive circles, Renault partnered with jeweler Jacques Arpels from Van Cleef & Arpels who designed an ornamental Dauphine dashboard option.
Marrot at Renault
In response to criticism regarding Renault's previously muted color selections for vehicles, textile artist Paule Marrot (1902–1987) was hired by chairman Pierre Lefaucheux in 1951 to inject vibrancy into brand aesthetics.
Marrot—an alumna of Paris’ École des Arts Décoratifs and acclaimed designer—led efforts creating bold body paint colors distinctly different from competitors such as Peugeot or Simca with names like Rouge Montijo, Jaune Bahamas, and Bleu Hoggar. She also designed matching interior fabrics sourced from leading Paris textile manufacturers.
She created the Dauphine’s emblematic logo featuring three dolphins surmounted by a crown displayed prominently on steering wheels and hoods throughout its production run.
Later awarded France’s Légion d’honneur for her contributions to design innovation,[citation needed] Marrot’s textile patterns have since been licensed internationally by brands including Nike and Hayden-Harnett.[citation needed]
Variants
Introduced in 1961 as an upscale alternative available for two years only, the Renault Ondine featured enhancements such as a four-speed gearbox.
The Gordini editions boasted four-speed transmissions alongside four-wheel disc brakes starting in model year 1964 plus increased power output tuned by racing specialist Amédée Gordini reaching approximately 37 hp (27.2 kW). Both Dauphine Gordini and Ondine Gordini trims were offered concurrently.
The limited-production factory racing variant known as "1093" comprised just over two thousand homologated units delivering roughly 55 hp (41 kW). It featured twin-barrel carburetors coupled with four-speed manuals plus tachometers enabling top speeds near 140 kilometres per hour (87 mph). Produced during years 1962–1963 exclusively painted white adorned with dual thin blue stripes running along hood roofline and trunklid.
Global manufacture
Mass production occurred primarily at Renault’s Flins facility where assembly lines produced vehicles every twenty to thirty seconds while engines were manufactured separately at Billancourt at rates approaching one every twenty-eight seconds.
Internationally licensed assembly included:
Argentina: Under license by Industrias Kaiser Argentina at Santa Isabel plant producing over ninety-seven thousand units spanning:
- IKA Dauphine (1960–1966)
- IKA Gordini (1962–1970)
- Renault 850 (1967–1970), a budget variant
Argentine regulations required additional bumper guards visible on local models.
Australia: Assembled locally by Renault (Australia) Pty Ltd based in Somerton Victoria.
Brazil: Licensed manufacturing by Willys-Overland between years 1959–1968 yielded total production exceeding seventy-four thousand units including standard Dauphines (23,887), Gordini variants (41,052), factory-built Renault "1093" racers (721), plus simplified "Teimoso" versions (8,967).
Israel: Produced under license by Kaiser-Frazer from late fifties through early sixties utilizing original Dauphine engines before transitioning to Hino Contessa models sharing platform architecture.
Italy: Alfa Romeo assembled licensed Dauphines at Portello Milan factory between years spanning from late fifties through mid-sixties marketed as 'Dauphine Alfa Romeo' featuring upgraded Magneti-Marelli twelve-volt electrical systems alongside distinct badging elements. Fiat chairman Gianni Agnelli advocated shifting taxation criteria from engine displacement toward vehicle length aiming to limit Dauphine sales domestically. Approximately seventy-three thousand units were built locally.
New Zealand: Contract assembly conducted initially at Todd Motors’ Petone plant (1961–1967) before transitioning production operations to Campbell Industries located in Thames starting from ’67 onward; Campbell Motors also handled distribution responsibilities including assembly of Hino Contessa models between ’66–’68 timeframe.
Japan: The Hino Contessa utilized Dauphine underpinnings produced under license agreements within Japan’s automotive sector.
Spain: Manufactured domestically through subsidiary F.A.S.A producing nearly one hundred twenty-six thousand units between years ’58–’67 timeframe.
United States: Served as foundation for electric Henney Kilowatt model conversions while aftermarket enhancements included Judson superchargers sold circa ’58 priced at $165 installable without chassis alterations.
Succession
By early sixties Renault pursued diversification beyond reliance on one model like Volkswagen had experienced previously; this accelerated development of successor model—the Renault R8—which joined Dauphine lineup starting in ’62. Production closure marked by limited edition run totaling one thousand units occurred subsequently. Final base-model Dauphines concluded manufacturing December ’66 while Gordini versions remained available through December ’67 when assembly operations subcontracted to Brissonneau and Lotz facility at Creil alongside continued production of related Renault Caravelle models.
Reception
Upon its initial launch in ’56,the Dauphine rapidly gained worldwide popularity attributed to its attractive styling combined with affordability plus compact dimensions suited especially for urban driving environments.In ’57,The Motor magazine hailed it as "the prettiest little four-seater worldwide."
A June ’57 issue of Popular Science remarked upon its Detroit-like refinement despite rear-engine layout highlighting agile handling plus acceleration reaching fifty mph within nineteen seconds.By ’58 although praising features such as steering lock capability plus excellent visibility,the magazine criticized awkward gear shifting cramped cabin space noisy transmission,and limited power restricting highway overtaking performance.
In ’62,Road & Track described Gordini variant as somewhat temperamental achieving eighty mph top speed accelerating zero-to-sixty mph within twenty-two point three seconds.A ’69 review published by Motor Trend acknowledged stable handling under normal driving conditions but cautioned about oversteer tendencies during high-speed cornering due to rear-engine configuration.
Retrospective analyses acknowledged susceptibility to corrosion absent proper maintenance but recognized it as pioneering modern continental automobile designs.In twenty-ten,a Texan mechanic completed extensive cross-country journey driving original ’59 Dauphine round trip Alaska emphasizing reliability despite longstanding reputation challenges.
Sales
By ’66,Renaulthad announced production exceeding one million units within just four years—a record pace unmatched among European cars then available.In United Kingdom,the Dauphine ranked among earliest imported vehicles achieving substantial sales within market historically dominated by domestic British or American brands.During entire decade-long production period,total output reached approximately two million one hundred fifty thousand seven hundred thirty-eight units sold worldwide.
United States
A ’58 article published by Time highlighted rapid growth experienced within American market citing affordability,economy,and compact size advantages.It outsold Volkswagen across eleven states including Texas.To meet escalating demand,Renauland French Line established Compagnie d'Affrètement et de Transport (CAT) operating six ocean-going freighters capable of transporting up to one thousand sixty vehicles each across Atlantic.Ongoing expansion created nationwide network comprising sixteen distributors supported by four hundred ten dealerships within eighteen months timeframe.By ’59 customer satisfaction surveys indicated eighty-five point four percent rated vehicle excellent while only five point four percent experienced breakdowns.Dauphineranked second most popular imported car trailing only Volkswagen which offered fewer doors alongside slightly inferior economy plus maneuverability metrics.Despite early success,sales declined sharply.Bernard Hanon,future chairman,warned via market analysis report sent New York director who disregarded concerns,resulting accumulationof thousands unsold cars languishingat ports globally inflicting serious financial losses triggering company crisis.By October ’60 imported car sales plummeted.Time reported fifty percent declinein French car imports August versus July plus thirty-three percent drop first half year comparedto previous year.Two freighters carrying Dauphineswere even forced return mid-Atlantic due overcrowded New York docks.Renault soldtwenty-eight thousand unitsin US market during ’57,risingto fifty-seven thousandin ’58 peakingat one hundred two thousandin ’59 before plungingto twelve thousandone hundred sixby ’66.
Criticism
A retrospective published in ’08by The Independent noted that after American buyers adjusted toswing-axle handlingand modest acceleration they were stunnedby severe rust problemsespecially after exposure salted roads.In U.S.advertisingfor successor models ’’Renault8’’ released ’67,Renaulthad admitted earlier vehicles “were not fully preparedto meet America’s demands” acknowledging dealer service shortcomings.Renault8was marketedas “the Renault for people who swore they would never buy another one.”
In year2000 survey conductedby ’’Car Talk’’theDauphineranked ninth worst carofthemillennium criticizedfor engineering flawsthough host noted voters often frustrated former owners.In2007,’'Time’’with journalist Dan Neil listed it among ’’50 Worst Cars Ever’’describing itas “most ineffective pieceFrench engineering since Maginot Line” citing rapid corrosion tendencies.
Motorsport
The Dauphine achieved numerous successes in motorsport, notably dominating its category at the 1956 Mille Miglia with a factory squad equipped with five-speed transmissions; it also triumphed in the 1956 Tour de Corse (Corsica Rally) thanks to Belgian competitors Gilberte Thirion and Nadege Ferrier. Additional wins include the 1958 Monte Carlo Rally and Tour de Corse, driven by Guy Monraisse and Jacques Féret, as well as victory at the 1959 Rallye Côte d'Ivoire (Ivory Coast Rally). The Dauphine 1093, piloted by Pierre Orsini and Jean Canonicci, secured first place at the 1962 Tour de Corse. From 1963 through 1971, the model claimed Class B titles in Argentina’s Turismo Nacional championship with various drivers participating. Moreover, the Dauphine took part in the 1966 Trans-American Sedan Championship.