Renault UE Chenillette

Renault UE Chenillette
Company type	Military vehicle manufacturer
Industry	Armoured vehicles
Founded	1932
Founder	Renault
Defunct	1940
Headquarters	France
Products	Light tracked armoured carrier and prime mover

The Renault UE Chenillette is a lightweight tracked armoured carrier and prime mover manufactured by the French Third Republic from 1932 until 1940.

In 1930, the Commission de Vincennes launched a project to create a light armoured vehicle designed to tow and supply small artillery pieces. Renault won the contract in 1931 for its Renault UE tractor combined with the Renault UK trailer. By 1937, an enhanced version, the Renault UE2, was chosen for mass production. Over 5,000 units were produced, including licensed manufacturing in Romania, becoming standard issue across all French infantry divisions. While most Renault UEs were unarmed, those captured by Germany in 1940 were modified to carry machine guns, anti-tank weapons, and rocket launchers for diverse combat roles.

Development

Starting in 1922, the French Infantry sought to mechanize many formations but financial limitations prevented widespread deployment of full armoured personnel carriers. Instead, focus shifted toward producing smaller armoured vehicles intended for transporting ammunition, supplies, and weapons. Following an unsuccessful trial with an automotive trailer in 1929, efforts concentrated on developing a single vehicle capable of fulfilling both towing and supply functions. By 1930, options under consideration included a 3.5-ton truck and Citroën-Kégresse half-tracks. Brandt, an arms manufacturer lacking vehicle production experience, collaborated with British Vickers to develop a carrier for its Brandt Modèle 1927 mortar and proposed licensed manufacture of the British Carden-Loyd Mark VI alongside smaller and larger carriers paired with matching trailers.

On 24 July 1930, the Commission de Vincennes dismissed trucks and half-tracks as excessively heavy and opted for the smaller Vickers-type weapon carrier following successful trials. Approval for developing the Type N vehicle was granted on 7 October. Prototypes were commissioned in December 1930 from Renault, Citroën, and Brandt; however, Renault declined to pay license fees unless fully reimbursed by the government, so all manufacturers were tasked with producing "similar" but not identical models. Orders encompassed armoured tractors with tracked trailers as well as heavier trailers designed for truck transport.

By mid-1931, prototype vehicles were completed. Citroën delivered six tractor prototypes: three fully tracked and three half-tracks. The initial half-track prototype featured a small Kégresse track system with limited armour protecting only the driver’s compartment; it failed cooling tests and lacked a mechanism to detach the trailer from the cabin. Subsequent models were rejected due to vulnerability concerns. Citroën discontinued fully tracked development but converted one half-track into the AMR Citroën Kégresse P 28 prototype, which eventually led to production of fifty units.

Brandt received orders for six complete sets (tractor, trailer, and trailer-carrying trailer) in December 1930. To comply with French manufacturing requirements and offset its limited experience, Brandt subcontracted Latil to produce a new tractor resembling the British Universal Carrier: fully tracked with an open rectangular superstructure maximizing cargo capacity and minimal armour covering the driver’s area and engine compartment. By July 1931, this model was declared ready for troop evaluation.

Renault’s prototype was completed first and underwent testing between April and June 1930, addressing issues such as fragile rubber tracks identified during a second prototype trial in May. Named Renault UE for the tractor and Renault UK for its smaller trailer, it featured a Vickers-inspired suspension system with double track guides—patented by Renault—to enhance performance at higher speeds. Renault intended for the UE to evolve into a light tank equipped with a turret; consequently, its hull design resembled that of a tank chassis rather than merely a supply carrier.

In October 1931, pressured by Infantry demands for a swift decision, the Conseil Consultatif de l'Armement selected Renault’s design despite incomplete testing. On 9 December, an order was placed for fifty Chenillette de ravitaillement d'Infanterie Modèle 1931 R units; by March 1932, fifty tractor-carrying trailers were also ordered with initial deliveries beginning in June. Full-scale production commenced in late 1934 incorporating design improvements such as towing sign plates, updated hooks, and extended storage compartments.

Order volume steadily increased: 793 vehicles by January 1936; approximately 1,200 by June; around 700 delivered by June; 920 by October; and reaching 976 by January 1937. In December 1936 Renault’s military division was nationalized as AMX, which continued manufacturing roughly 2,200 units. Additional production included about 100 units by Berliet and another 300 by Fouga—bringing total output of the Modèle 31 close to 2,600 vehicles.

Description

The Chenillette ("small tracked vehicle") or tracteur blindé ("armoured tractor") was a compact machine measuring 280 cm in length, 174 cm in width, and reaching a maximum height of 125 cm, with the roof standing at just 103 cm. Its load-bearing capability was modest. The rear armoured cargo compartment spanned 145 cm in length—equal to the vehicle’s width—60 cm in breadth, and 36 cm in height, accommodating approximately 350 kg, which fell short of the initial 500 kg target. This compartment could be tilted to facilitate unloading, with the rear plate folding down to create a ramp. The principal payload was transported via a tracked trailer inspired by a British model, featuring a bin 145 cm long, 110 cm wide, and 35 cm tall; weighing 775 kg itself, it could carry roughly 600 kg, surpassing the specified capacity of 400 kg. For road transit, tracks were detachable; each side had two road wheels supporting movement.

The cargo bin constituted the rear section of the vehicle, while the front housed both the crew and the engine. Positioned centrally was a four-cylinder engine delivering 38 hp, flanked by the driver on the left and the commander on the right. Located ahead of the engine beneath retractable extensions on the sharply sloped armour glacis were the gearbox—with six forward and two reverse speeds—along with the differential and transmission, enabling maintenance access. Each crew member occupied a seat beneath an individual hatch—the only means of ingress and egress—with fuel tanks placed behind their seats holding a combined total of 56 liters, allowing an operational range near 100 km. The exhaust pipe ran forward of the commander’s position on the right side and ended with a silencer; subsequent versions incorporated an armoured cover featuring cooling slots to mitigate overheating.

To reduce overall height, crew members were unable to lower their heads inside the roofline; instead, protection was provided by two hemispherical armoured hoods (calottes) equipped with vision slits. The front part of these hoods could pivot backward like a visor to enhance visibility. To ease entry despite these protective hoods, forward-hinging glacis hatches included an extension that formed a roof segment fitting around each hood; opening both components expanded access space. Internal communication relied on a light signaling system—using white, blue, green, and red lights—since no radio equipment was installed and verbal exchange was obstructed by the engine between crew members. The commander employed this code to instruct the driver while sealed inside:

Move forward: steady white light.
Turn left: steady blue light.
Turn right: steady green light.
Reverse: blinking white light.
Reduce speed: blinking red light.
Halt: steady red light.
Detach trailer: alternating white and red lights.
Tilt cargo bin: alternating green and white lights.

The suspension system resembled that used by Vickers vehicles, featuring tracks 18.4 cm wide composed of 131 small links, supported by three bogies per side sprung with leaf springs; each bogie carried two small road wheels. The prototype included armoured protection over this suspension assembly; however, production models removed this armour to save weight, retaining only two structural beams for reinforcement. The sprocket design evolved from an initial closed disk prototype to a six-holed version in production models and later to six-spoked wheels. Two return rollers completed the track system. Although delicate in construction, limiting maximum speed to around 30 km/h reduced stress on components; trials recorded speeds up to 36 km/h. Fully loaded road speed was approximately 25 km/h, with off-road speeds near 10 km/h. It could ford water up to 30 cm deep and cross trenches up to 120 cm wide. Its turning radius measured roughly three meters, and it was capable of ascending slopes as steep as 50%.

As an armoured combat vehicle, its effectiveness was limited. French Modèle 31 variants were unarmed initially; some later received mounts for removable anti-aircraft machine guns operated externally under cramped conditions due to low clearance. Firing personal weapons through hatches from inside proved impractical. Proposals to equip it permanently with machine guns were dismissed by the Direction de l'Infanterie to prevent its use as a light tank rather than its intended role as a tactical supply vehicle. Armour protection was minimal: vertical plates measured nine millimeters thick while other riveted plates were six millimeters thick—adequate only against rifle bullets and shell fragments.

Development of the Renault UE2

Beginning in 1935, in reaction to the German military buildup, the French Infantry launched a modernization initiative aimed at replacing the Chenillette Modèle 31 with a more advanced vehicle weighing less than 2.6 metric tons. By 1937, five manufacturers—Lorraine, Hotchkiss, Fouga, Berliet, and Renault—had submitted prototype designs.

In April 1937, Lorraine de Dietrich, known primarily for locomotive production, introduced a tractor-trailer combination. Although it exceeded the weight limit at four tons, it gained approval for production due to its enhanced load capacity, improved crew comfort, extended operational range, and strong tactical mobility. Nevertheless, manufacturing was redirected toward the heavier Lorraine 37L to fulfill the demand for larger vehicles.

Hotchkiss presented a tractor and trailer late in 1937 that bore similarity to the Renault UE but featured double cargo compartments and extensive armored covers. Despite having satisfactory engine performance and steering mechanisms, its suspension system was insufficiently robust, causing frequent breakdowns during testing and leading to its rejection.

Fouga, an aircraft manufacturer, submitted a prototype in early 1939 with expanded cargo space and a leaf spring suspension system. However, it was dismissed due to limited mechanical accessibility and excessive vibration issues.

Berliet's March 1939 prototype resembled the Renault UE but was taller and equipped with three bogies on each side. It offered superior speed (30–36 km/h) and an extended range (143 km). Although the evaluation committee preferred Berliet’s model for its reliability and performance advantages over the Renault UE, the Army ultimately decided to focus production on a single type—the UE 2.

Renault had been refining the UE design since 1931. On 20 December 1934, it secured a government contract for the Renault UE 2, which featured reinforced pistons, a four-speed transmission, a strengthened differential, redesigned mudguards with upward bends forming a continuous glacis surface, semi-automatic trailer coupling, and a rear night light. These gradual enhancements enabled continuous production—a critical consideration for the Army given the urgency of rearmament.

In November 1937, the Renault UE2 was officially chosen for mass production as the Chenillette de ravitaillement d'Infanterie Modèle 1937 R. An order was placed with AMX (the nationalized former Renault factory) on 3 December; Fouga and Berliet also received contracts but initially continued manufacturing the older Modèle 31.

The full switch to UE2 production quickened in summer 1939 alongside intensified war preparations. Some features such as updated mudguards had appeared as early as summer 1936; armored Guicherd headlights replaced original versions starting summer 1937. The Army categorized both versions under Modèle 31 statistics.

By 1 September 1939, production totaled 2,848 Renault UEs (combined models). In 1940, monthly output aimed for 300 units. To sustain this rate, Renault acquired the SUP factory at Pontlieue to expand assembly capacity. By April 1940, AMX had produced 1,080 UE2s; Fouga contributed 260 units; Berliet delivered 310. May saw monthly deliveries rise to 509 by utilizing existing factory materials.

As of June 1st, cumulative production of both models reached roughly 4,977 units with about 4,557 supplied domestically. Estimated total French-bound production stood near 5,148 units assuming approximately 2,300 vehicles were built after September 1st. Earlier figures had incorrectly attributed all pre-December 1937 production solely to Modèle 31, inflating totals to approximately 6,200 units.

Armed Renault Chenillettes

In the early 1930s, the French Cavalry required a compact reconnaissance vehicle. On 27 November 1931, the Section Technique de la Cavalerie commissioned Renault to adapt one of his six chenillette prototypes into an armed tankette. During the winter of 1932, prototype N° 77982 was transformed into an Automitrailleuse légère de contact tout terrain by fitting a small superstructure equipped with a front-mounted ball machine gun operated by the commander, over which the hood was positioned. Although this model was deemed too slow and ultimately rejected, it paved the way for further developments that culminated in the AMR 33 light cavalry tank, with the Renault UE being a direct descendant.

Renault sought to expand sales internationally, albeit with limited success. To enhance its appeal, he introduced a version of the Renault UE armed with a machine gun. In March 1936, China placed an order for ten such UEs alongside twelve Renault ZB tanks. While the tanks reached China in 1940, the chenillettes were detained in Haiphong from 1938 due to Japanese diplomatic pressure and seem to have been seized by French Indochina officials in 1940. Including exports, total production of French Renault UEs amounted to roughly 5,158 units.

During the May 1940 Battle of France, pressing operational needs led to arming all available tracked platforms, including Renault UE Modèle 37s. On 25 May, the Direction d'Infanterie requested Renault to develop a prototype featuring a machine-gun armed superstructure similar to that on the Chinese UEs and to retrofit around 200 vehicles with simpler external mounts for the MAC 1931 "Reibel" machine gun. The exact quantity produced or modified is uncertain; however, at least one vehicle fitted with such a superstructure has survived.

On 31 May, one unit was equipped with a 25 mm Hotchkiss anti-tank gun for testing purposes, which led to a June order for 150 tank destroyers—none of which were ultimately manufactured.

Șenileta Malaxa Tipul UE

In 1937, Romania, then allied with France, procured approximately ten Renault UEs and secured a license to produce locally around 300 units intended for towing the 47 mm Schneider anti-tank gun. This license was granted to the Malaxa factory in Bucharest, which assembled all components except for the engine, gearbox, and instrument panel that were supplied by French AMX. Production spanned from late 1939 until March 1941, resulting in 126 carriers before disruptions caused by France’s defeat halted manufacturing. Subsequently, Germany delivered about fifty captured Renault UEs to Romania. Together with Malaxa’s output, Romania possessed a total of 178 Renault-type chenillettes at the onset of Operation Barbarossa.

The Malaxa variant exhibited slight differences: it weighed an additional 0.1 tons and could carry an extra 0.15 tons in its cargo compartment. Its dimensions were marginally larger (length increased by 5 cm, width by 6 cm, and height by 1 cm). Although its engine produced three horsepower less than the original model, it maintained comparable top speed and operational range.

Romanian forces primarily utilized these vehicles within anti-tank companies for towing heavier weaponry—more substantial than that employed by France—and as carriers for ammunition and fuel within Motorised Cavalry Regiments. After 1943, among fifty remaining vehicles, thirty-three were assigned as training units; starting January 1944, seventeen were rebuilt by Malaxa to tow the heavier German 50 mm L/60 anti-tank gun. Factoring in Romanian imports and local production, total Renault UE output reached about 5,294 units.

Projects

Among the six Renault UE prototypes, one was equipped with a rubber track; this concept evolved in 1932 into the Renault UE Neige ("snow") or Renault UE N, which featured a reinforced suspension system, wider rubber tracks, and a more powerful six-cylinder engine to enhance traction capabilities.

During the mid-1930s, Chaubeyre developed a prototype smoke-laying vehicle that utilized a generator powered by a 1,000-litre tank mounted on a Renault UK trailer, with operations controlled from the commander's station in the main vehicle.

Following significant orders placed in 1937, both AMX and the non-nationalized Renault design bureau proposed incremental improvements that were integrated into the UE 2 production series. More comprehensive suspension modifications were also recommended to resolve structural weaknesses, leading Berliet and Fouga to continue advocating for their chenillette alternatives. To provide immediate options if necessary, AMX and Renault each advanced more robust suspension designs.

In February 1938, Renault submitted enhancements including reinforced tracks, more resilient road wheels, and improved axle waterproofing to the Commission de Vincennes, with testing conducted between February and November of that year.

By July 1938, Renault introduced an extended chenillette prototype featuring a fourth bogie to lessen track ground pressure, an additional third return wheel, longer tracks (156 links compared to 131), and a lighter suspension system with fewer leaf springs. The cargo bin was lengthened but narrowed. Testing continued until February 1939; maximum speed without a trailer decreased to 32.7 km/h, trench-crossing capability increased to 160 cm, and wading depth improved to 45 cm. Nevertheless, suspension durability problems remained evident through issues such as track derailments, bent guides, broken springs, and damaged bogies.

On 22 November 1938, AMX introduced a new track design mounted on one side of a test vehicle for direct evaluation. After covering 1,500 km, the original track showed significant wear; testing resumed in January 1939 with the AMX track installed on two vehicles. By March, after 3,700 km, the new track demonstrated superior longevity due to its chrome steel construction but was approximately 70% more expensive—rendering it financially impractical for adoption by the French Army.

On 27 September 1939, AMX revealed a novel suspension system inspired by that of the Renault R35, featuring two bogies with horizontal oil-dampened springs and five road wheels per side. This design also incorporated a new Chausson radiator and improved crew seating comfort. However, testing was postponed until Renault presented an alternative prototype equipped with seven road wheels—achieved by shifting the bogie assembly rearward by 20 cm to add an extra wheel. Comparative trials in February 1940 indicated that AMX’s more robust suspension reduced speed and operational range by roughly 15%, attributed to unfavorable weight distribution. Additionally, the new seats were positioned too high for average soldiers to close the hood properly. Renault’s updated suspension did not demonstrate any clear benefits in reducing vibration or crew fatigue. Ultimately, both suspension systems were rejected; AMX’s design was declared unsuitable for mass production on 11 April 1940.

Service history

The Renault UE saw early deployment during World War II within the French Army and was subsequently utilized by German forces, Free France, and Romanian troops.

French use

Beginning in September 1932, the Renault UE was predominantly allocated to Infantry Regiments, functioning as a supply carrier responsible for delivering ammunition and vital materials directly to frontline units under combat conditions. Its light armor provided protection against small shrapnel fragments and gunfire from rifles or machine guns at distances beyond 300 meters. The vehicle’s load capacity included approximately 1,000 kg of supplies—350 kg carried in the cargo compartment and an additional 600 kg in the attached trailer—comprising ammunition for Brandt mortars, 25 mm Hotchkiss anti-tank weapons, rifles, and machine guns. Vehicles towing loads were identified by a steel plate featuring a yellow triangle on a blue background. The paint scheme was a muted bronze green, deliberately avoiding intricate camouflage designs.

Tractors delivered supplies directly to advanced positions, transporting up to 150 rounds of 25 mm ammunition or 2,688 rounds for machine guns. Mortar and gun crews typically moved their weapons independently if the distance was less than 1,000 meters; for longer distances, weapons were loaded onto Renault UEs. Although the 25 mm gun could be towed by these vehicles, crew members had to proceed on foot due to limited space onboard. Usually, only the driver operated the vehicle, with a second crew member seldom present. Each Infantry Regiment was equipped with nine Renault UEs; the division’s anti-tank company (CDAC) contributed an additional three units, bringing the total to thirty per infantry division.

Mechanized Infantry Divisions possessed larger numbers of Renault UEs: their CDACs contained twelve vehicles (one per 25 mm gun), regimental heavy weapons companies (CREs) had six each, and battalion support companies included two vehicles apiece, summing to 66 per division. These figures fluctuated depending on equipment changes such as replacing the 25 mm gun with heavier models that were incompatible with towing by the UE. The French Army maintained an organic inventory of roughly 2,500 Renault UEs; following September 1939, production increased and older Modèle 31 units were gradually phased out—some of which were unofficially reassigned to engineer and artillery units. On May 10th, depot stocks numbered 1,278 vehicles.

As an unarmed transport vehicle, the Renault UE continued in service under Vichy France and participated in colonial engagements with both Vichy and Free French forces. In May 1943, Free French troops experimented with mounting a British Ordnance QF 6 pounder anti-tank gun on the rear of the vehicle; however, spatial constraints necessitated rear operation of the weapon and trials were unsatisfactory, resulting in a return to its original role as an artillery tractor. Following the Allied invasion of France in June 1944, some Renault UEs were employed by both regular and irregular French forces. After World War II, limited use persisted briefly in certain units, including adoption by the Syrian military.

German use

During the Fall of France, German forces captured approximately 3,000 Renault UE and UE2 vehicles. Most were utilized with minimal modifications after refurbishment at the Ateliers de construction d'Issy-les-Moulineaux (AMX) under German MAN oversight. Their primary function was towing anti-tank guns ranging from 37 mm and 50 mm calibers to later models of 75 mm and 76.2 mm, designated as Infanterie UE-Schlepper 630(f). Additionally, they hauled light and heavy infantry artillery pieces and occasionally served as ammunition carriers under the designation Munitionsschlepper Renault UE(f), with some variants receiving armored roofs to shield munitions from airburst damage.

Several chenillette chassis underwent conversion into self-propelled gun platforms; notably around 700 units of the Selbstfahrlafette für 3.7 cm Pak36 auf Renault UE(f) were produced in 1941. These mounted a German 3.7 cm Pak 36 anti-tank gun ahead of the cargo bin. Due to confined space limitations, crews operated these guns while standing behind the vehicle.

A modification introduced in 1943 equipped forty vehicles with four Wurfrahmen 40 rocket launchers capable of firing 28/32 cm rockets. This variant was known as Selbstfahrlafette für 28/32 cm Wurfrahmen auf Infanterie-Schlepper UE(f), produced in two configurations featuring either side-mounted launch frames or elevated rear platforms.

Additional adaptations included:

Mannschaftstransportwagen Renault UE(f), serving as personnel carriers available in two versions
Gepanzerte-MG-Träger Renault UE(f), outfitted with a machine gun mounted above the commander’s position
Snow clearance vehicles: the Schneeschleuder (plough) and Schneefräser (snow miller), fifty units modified in 1942 for operations on the Eastern Front
Fernmeldekabel-Kraftwagen Renault UE(f), designed for cable-laying tasks
Panzerkampfwagen-Attrappe auf UE(f), a training dummy tank modeled after a Soviet T-34

More sophisticated conversions encompassed:

Sicherungsfahrzeug UE(f), an airfield security vehicle utilized by the Luftwaffe, armed with a 7.92 mm MG 34 and a 13 mm machine gun housed within an armored superstructure
Kleiner Funk- und Beobachtungspanzer auf Infanterie-Schlepper UE(f), a radio-equipped artillery observation vehicle modified by Baukommando Becker for deployment with the 21st Panzer Division

These various modifications prolonged the operational utility of captured Renault UEs across diverse combat support roles within German military formations.

Use in Italy

Germany provided numerous UE vehicles to its allied forces, including Italy. In 1941, the Italian army obtained 64 units of the UE and UE2 models, predominantly utilizing them for transporting ammunition. A portion of these were deployed in Sicily and fell into Allied hands during the 1943 Allied invasion of Sicily, after which they were incorporated into the US Army's inventory.

Use in Poland

During 1939–40, the Polish 1st and 2nd Grenadier infantry divisions stationed in France were outfitted with UE 2 vehicles. Additionally, the Polish Independent Highland Brigade received several UE 2s; following the cancellation of their Finland deployment, seventeen of these vehicles reached Britain. There, they served with the Perth Reconnaissance Battalion and were subsequently employed for driver instruction within the Polish 3/16th Tank Brigade.

Use in Thailand

A small number of Renault UEs were seized by the Royal Thai Army amid the 1940–41 Franco-Thai War.

Use in China

The National Revolutionary Army utilized some Renault UE vehicles throughout the course of the Second Sino Japanese War.

Surviving Vehicles

By January 2024, a number of Renault UEs continue to exist globally, preserved in varying states of condition.

External links

Renault UE Jean Erisay Museum of Tosny Normandy France