ALFA ROMEO Trucks Milano Italy 1931 – 1989

Italian company Alfa Romeo is famous for its passenger and sport cars, although its commercial department produced different commercial vehicles for nearly 60 years. All started in 1929 when the crisis pushed the company to expand its model range. In the autumn of that year, Alfa Romeo signed the agreements with German companies Bussing and Deutz, and began license production of heavy trucks and diesel engines for it. In 1930 a commercial department of Alfa Romeo company was founded, and a year later from the factory’s gates in the Portello near Milan went out the first 6-ton truck Alfa Romeo Biscione.

But such heavy and expensive trucks didn’t found a great demand in Italy, and since 1935 Alfa Romeo’s range was complemented by a lighter 4-ton truck. In 1940, Alfa Romeo decided to cancel production of bonneted trucks and concentrate on new cabover models “430” and “800”. The design of these trucks was made in a style of Alfa Romeo’s passenger cars that made new truck range recognizable, trendy and prestigious, almost like a racing cars of the company.

Production of heavy duty trucks was discontinued in 1964 due to difficult economic conditions and strong competition from the side of larger manufacturers. But the production of light trucks, vans and special vehicles based on them have been continued. So, in cooperation with the SAVIEM company since 1967, Alfa Romeo was producing light trucks, similar to French models SG2 and SG4. In 1968 the factory in Pomigliano d’Arco near Naples, has been redeveloped for the production of light trucks. Along with the newly formed holding IVECO, Alfa-Romeo took part in the construction of motor plant SOFIM, where, since 1978, engines for light trucks IVECO Daily were produced. The success of these vehicles has forced the Alfa Romeo company to organize the assembly of it on the plant in Pomigliano d’Arco.

In November 1986, Alfa Romeo joined the group FIAT and the production of identical vehnicles under different brands lost all meaning. That is why in 1989, production of trucks under Alfa Romeo brand has been discontinued.

 List of models:

Array ( [1] => Commercial vehicles [5] => Concept vehicles [3] => Military vehicles [4] => Special vehicles )

Commercial vehicles

Alfa Romeo » A15 / A19 / A38 / F20

(1967 – n/a)

Since 1967, in cooperation with the French company SAVIEM, Alfa Romeo produced light trucks A15 / A19 / A38, similar to the French models SG2 and SG4. The lightest in the range model A15 had a total mass of 3500 kg, and the next in a series the model A19 – the total mass of 3900 kg. These trucks were equipped with a 72 hp engine and had a top speed of 92 km/h. The heaviest model A38 had a total mass of 6300 kg and was available in three variants with a wheelbase of 2660 (A38), 3240 (A38/L1) and 3640 (A38/L2) mm. It had a more powerful 77 hp engine. Maximum speed was 79 km/h. The Model A38 was available in a four-wheel drive version. In addition to flatbed trucks and chassis there was a all-metal van F20 with a total weight of 4300 kg and engine power of 72 hp.

• A15 / A19 / A38 / F20

  Alfa Romeo » Mille

  (1958 – 1964)

  In 1958, Alfa Romeo introduced its new model “1000” or Mille with a capacity of 8-11 tons. The trucks were equipped with a new 11-liter engine with an output of 163-174 hp, 8-speed gearbox and a new spacious sleeper cab. The grille has original Alfa Romeo’s stylized shield. The truck has been called one of the most elegant and innovative truck for its time. But because of the difficult economic situation and strong competition from larger companies, it was produced only until 1964. That time Alfa Romeo has ceased production of heavy trucks. In 1956, the license for the production of the Mille was acquired by the Brazilian company FNM and was producing these trucks under its own brand until 1980.

  

  Mille

  Alfa Romeo » 950

  (1954 – 1958)

  By the mid-’50s the Model 900 was updated and became known as the Model 950. The main difference between two models is small windows behind the front doors of the cab. The model 950 was produced until 1958, when it was replaced by an absolutely new model Mille.

  

  950

  Alfa Romeo » 900 “Fuoriserie”

  n/a

  This truck is a hybrid produced by an unknown company. It has the cabin from the Model 950, and the grille from the Model 900A bus. Chrome was widely used in decor of a truck. So the bumper was almost chromed and headlights received chrome visors. It is unknown how many of these trucks were made.

  

  900 “Fuoriserie”

  Alfa Romeo » 900

  (1947 – 1954)

  About 1947 the Model 800 was upgraded. The new truck received 130-hp engine with capacity of 9,500 cm3 and the index 900. Carrying capacity of the new truck increased to 9 tons. But externally, the old and new models were almost identical. The 900 range included tri-axle model with 6×2 wheel configuration and rear drive-able axle.

  

  900

  Alfa Romeo » 800

  (1944 – 1947)

  Production of civilian version of the Alfa Romeo 800 began after the World War II. The civilian trucks got the grille with 5 horizontal bars (but the first civilian truck had the fine mesh or similar to military trucks 800RE grille) and extended cab for better comfort of the driver and passenger. There was a version with sleeper cabin too. Soon, the Model 800 has been replaced by the Model 900 with a more powerful engine.

  

  800

  Alfa Romeo » 450 / 455

  (1947 – 1959)

  Alfa Romeo Model 450 was the successor of the Model 430. The main difference is the engine of 90 hp (instead of the 80 hp of the Model 430). The radiator grille now has 5 horizontal bars instead of three on the Model 430. The cabin was lengthening in the back and became more spacious. There was all-wheel drive version with a 4×4 axle configuration also. In the late 50s truck has been updated and the model index became 455. This model was produced until the early ’60s. There was many different aftermarket bodies on the chassis of 450 / 455, including all metal vans.

  

  450 / 455

  Alfa Romeo » 430

  (1944 – 1950)

  At the begins of 40th Alfa Romeo stopped producing and developing of conventional trucks and focused on a new cab over series 430 and 800. After the War Alfa Romeo began producing of commercial version of military model 430RE. This 5-ton model 430 was equipped with a 4-cylinder diesel engine producing 80 hp and 4-speed transmission with two-speed transfer gearbox. The doors of 2-place short cabin were opened counter-movement of the truck, and the front grille was made of three horizontal bars. The model 430 was produced as a chassis, flatbed truck or truck tractor with 4×2 axle configuration.

  

  430

  Alfa Romeo » 500

  (1937 – n/a)

  In the late ’30s a new 3-ton model 500 was presented, which probably replaced the Model 350. The trucks in this series were really beauties with streamlined cabin, hood and fenders. At the first Model 500 trucks the grille was vertical and fenders have standard shape. But soon, the grille was placed at an angle, it became convex, and the front fenders received a streamlined shape. This model was popular in the army during World War II. Along with petrol and diesel versions, the gas-generator 500BR model was produced. The Series 500 became the last conventional Alfa Romeo’s truck. Since begins of 40ies the company concentrated on a producing of cabover trucks.

  

  500

  Alfa Romeo » 350

  (1935 – n/a)

  Heavy and expensive trucks, such as the Model 85 or 110, could not find a proper demand in Italy. That is why in 1935 the Alfa Romeo company introduced a lighter four-ton the Model 350, which was equipped with a new 6-liter diesel engine with an output of 85 hp.

  

  350

  Alfa Romeo » 85 / 110

  (1934 – n/a)

  Since 1934 produced an updated version of the licensed Bussing truck with a streamlined cabin and radiator grille in the style of Alfa Romeo. This 5/6-ton truck got an index “85” and was equipped with 11,560 cc engine from the Alfa Romeo “80” Model, which developed 110 hp. In 1935, the gas generator version “85-G” was presented. It won the race on the route of Rome-Brussels-Paris. In 1938, 10-ton tri-axle model “110” was showed. It was equipped with 125 hp engine and became the basis for large city buses.

  

  85 / 110

  Alfa Romeo » 50 “Biscione” / 80

  (1931 – 1934)

  1929, autumn, the Alfa Romeo company enters into an agreement with the German Bussing and Deutz companies about the licensed production of heavy trucks and engines for them. In 1931, the first truck Alfa Romeo – the Model 50 “Biscione”, a licensed copy of the German truck Bussing-NAG 50, came out from the factory’s doors in Portello, near Milan. It was a two-axle 5-ton truck with a 6-cylinder diesel engine of 10,600 cc (Model F6M217) with 80 hp at 1200 rpm. It had a wheelbase of 5200 mm, a length of about 8950 mm and width of 2450 mm. Transmission was manual 4-speed. Alfa Romeo 50 “Biscione” could move at a maximum speed of only 33 km/h. The angular design of the cabin and hood was completely identical to the German truck. Later in the production was launched a tri-axle 6-ton model “80” with the 11,560 cc engine, which developed 110 hp. According to archival documents, totally 115 trucks of the model “50” and 29 truck of the model “80” were built.

  

  50 “Biscione” / 80

Concept vehicles

Alfa Romeo » 800RE CSEM

n/a

There was a prototype of a half track version of the Alfa Romeo 800RE cargo truck. Details are lacking but there is evidence that this vehicle was known as CSEM (Centro Studi ed Esperienze della Motorizzazione – the Italian Army’s vehicle research and development organization).

800RE CSEM

Military vehicles

Alfa Romeo » 430RE

(1942 – 1950)

The commercial Model 430 was widely used in the Army during the World War II as a 4-ton military model 430RE with streamlined all-metal cab over the engine, which received the status of a standardized vehicle of the Italian army, and became the most beautiful truck of the World War II. It was equipped with 80 horsepower, diesel engine 4-speed transmission with 2-speed transfer gearbox, hydraulic brakes with vacuum booster, front independent spring suspension and 24-volt electrical equipment. The truck could carry 16 soldiers and tow a trailer, and has a maximum speed of 66 km/h. The Model 430RE was produced until 1950, in version CP50 with a short cabin and CM50 with an extended cabin.

430RE

Alfa Romeo » 800RE

(1940 – 1950)

The 6.5-tons Alfa Romeo 800RE heavy diesel truck was produced between 1940 and 1943 and initially served only in the Italian Army (“Regio Esercito”), mainly in North Africa, Russia and occupied France. After September 8, 1943, the Italian surrender, the Germans captured and deployed many trucks under the designation “Lastkraftwagen 6,5 t Alpha (i) Typ 800 R.E.”, in Italy and abroad. It was equipped with a new 8725 cm3 108 hp 6-cylinder diesel engine with direct injection and an additional 4-speed transfer gearbox in the transmission. Alfa Romeo 800RE could reach 50 km/h of maximum speed. Some trucks had full doors rather than half doors. It was the most popular Alfa Romeo army truck of the World War II. There was a gas-generator version too, which was made in small quantities.

800RE

Alfa Romeo » 500

(1939 – 1944)

In 1939-44б Alfa Romeo produced military version of civilian 3-ton truck series “500”. The range included diesel-powered 75 hp version 500RE, petrol version 500B and gas generator version 500BR. The staff buses 500DR were produced on its base.

500

Special vehicles

Alfa Romeo » Mille “Motori Aviazione”

n/a

This special version of the Alfa Romeo Mille intended for transportation of aircraft engines, which produced by the company. The truck had a custom built cab and a very interesting way of loading. With the help of two retractable pneumatic metal legs, front of the truck rose to 20-30 degrees, making a convenient way to loading of special equipment. Upper of the body is no less interesting. It consisted of three parts that are retracted into one another during loading and unloading.

• 

  Mille “Motori Aviazione”

  Alfa Romeo » Mille Car Transporter

  1963

  This car transporter was built on the chassis of Alfa Romeo Mille by well known Italian company Bartoletti. It had an original rectangular cab and the radiator grille was made in a style of Mille truck. The combination could carry up to 8 cars on two levels of the car and trailer.

  

  Mille Car Transporter

  Alfa Romeo » 800 Race Transporter

  n/a

  Ferrari racing team used this transporter for their race cars, created on the chassis of Alfa Romeo 800. Bus body had an increased height of the roof behind the front seats, where there was a place for sport cars and different equipment.

  

  800 Race Transporter

  Alfa Romeo » 500 Race Transporter

  (1934 – 1950)

  Alfa Romeo 500 was used as race transporter for Formula 1 racing teams. One of such race transporter based on the first generation of Model 500 was used by Ferrari racing team in the mid-30s, and the other transporter, based on the second generation truck was used by the factory team Alfa Romeo in the 50s. The tucks have a streamlined van body, which could carry a racing car, spare parts and tools.

  

  500 Race Transporter

SAVIEM Société Anonyme de Véhicules Industriels et d’Equipements Mécaniques Buses France

Saviem                

Saviem

Former type	Subsidiary
Industry	Automotive industry
Founded	1955
Defunct	1978 (merged into Renault Véhicules Industriels)
Headquarters	Boulogne-Billancourt, France
Products	Trucks, commercial vehicles,Buses

Saviem (Société Anonyme de Véhicules Industriels et d’Equipements Mécaniques) was a French manufacturer of trucks and buses/coaches and a part of the Renault group. Its successors today are Renault Trucks in the truck business and Irisbus in the coach-building world.

© Edward J Busst

© Edward J Busst

© Traveller Dave

© Edward J Busst

© Edward J Busst

© Edward J Busst

© Edward J Busst

© Traveller Dave

© Wim van Es

© Alex Miedema

© Alex Miedema

© Traveller Dave

http://myntransportblog.com/2014/09/02/renault-buses-cars-and-trucks-france-part-vi-modern-era-1972-1980/

http://myntransportblog.com/2014/04/08/buses-irisbus/

Cést Tout

RENAULT Buses, Cars and Trucks France Part VIII Privatisation and the alliance era (1996–present)

RENAULT

Buses, Cars and Trucks France Part VIII

Privatisation and the alliance era (1996–present)

It was eventually decided that the company’s state-owned status was detrimental to its growth. By 1994, following the failed Renault-Volvo merger, plans to sell shares to public investors were officially announced. The company was privatised in 1996. This new freedom allowed the company to venture once again into Eastern Europe and South America, including a new factory in Brazil and upgrades for the infrastructure in Argentina and Turkey. In December 1996 General Motors Europe and Renault begun to collaborate in the development of LCVs, starting with the second generation Trafic (codenamed X83).

1996

The financial problems of Renault were not all fixed by the privatisation, however, and the Renault’s President, Louis Schweitzer gave to his then deputy, Carlos Ghosn, the task of confronting them. Ghosn elaborated a plan to cut costs for the period 1998–2000, reducing the workforce, revising production processes, standardising vehicle parts and pushing the launching of new models. The company also undertook organisational changes, introducing worldwide a lean production system with delegate responsibilities inspired by Japanese systems (the “Renault Production Way”), reforming work methods and creating a centralised research and development facility, the Technocentre, to reduce vehicle conception costs while accelerating such conception.

1997

1998

1999

After Volvo exit, Renault searched for a new partner to cope with an industry that was consolidating and talks with BMW, Mitsubishi, Nissan, PSA and others were held. When Nissan’s negotiations with Daimler stalled, the Japanese company agreed to associate with Renault. Signed on 27 March 1999, the Renault–Nissan Alliance is the first of its kind involving a Japanese and a French company, each with its own distinct corporate culture and marque identity, linked through cross-shareholding. Renault initially acquired a 36.8% stake at a cost of US$3.5 billion in Nissan, while Nissan in turn has a 15% stake (non-voting) in Renault. Renault continued to operate as a stand-alone company, but with the intent to collaborate with its alliance partner to reduce costs in developing new products. In the same year Renault bought 51% majority stake of the Romanian company Dacia, thus returning after 30 years, in which time the Romanians built over 2 million cars, which primarily consisted of local version of Renaults 8, 12 and 20. In 2000, Renault acquired a controlling stake of the South Korean Samsung Group‘s automotive division.

2000

2001

2003

2004

In the late 1990s and early 2000s, Renault sold various assets to finance its inversions and acquisitions, refocusing itself as a car and van manufacturer. In 1999, the company sold itsindustrial automation subsidiary, Renault Automation, to Comau and its engine parts division to TWR Engine Components. In 2001, Renault also sold its 50% stake in bus/coach manufacturer Irisbus to co-owner Iveco and its logistics subsidiary CAT France to Global Automotive Logistics. Following the sale of the Renault Véhicules Industriels truck and bus division to Volvo in 2001, the company retained a minority (but controlling) stake (20%) in the Volvo Group (Volvo passenger cars are now a subsidiary of the Zhejiang Geely Holding Group). In 2010 Renault reduced its participation to 6.5% and in December 2012 sold its remaining shares. In 2004, Renault sold a 51% majority stake in its agricultural machinery division, Renault Agriculture, to CLAAS. In 2006, CLAAS increased its ownership to 80% and in 2008 took full control.

2005

2006

2007

In the twenty-first century, Renault was to foster a reputation for distinctive, outlandish design. The second generation of the Laguna and Mégane featured ambitious, angular designs which turned out to be successful, with the 2000 Laguna being the first European family car to feature “keyless” entry and ignition. Less successful were the company’s more upmarket models. The Avantime, a bizarre coupé / multi-purpose vehicle, sold very poorly and was quickly discontinued while the luxury Vel Satis model did not sell as well as hoped. However, the design inspired the lines of the second-generation Mégane, the most successful car of the maker. As well as its distinctive styling, Renault was to become known for its car safety. The Laguna was the first car ever to achieve a 5 star rating; in 2004 the Modus was the first to achieve this rating in its category.

2008

2009

In April 2010, Renault-Nissan announced a new alliance with Mercedes-Benz parent company Daimler with Renault supplying Mercedes-Benz with its brand new 1.6 L turbodiesel engine and Mercedes-Benz to provide a 2.0 L four-cylinder petrol engine to Renault-Nissan. The resulting new alliance is to also develop a new model to replace the Smart with a new model based on the Renault Twingo.

2010

In February 2010, Renault opened a new production factory near Tangier, Morocco, with an annual output capacity of 170,000 vehicles. Initially, it manufactured the new Dacia Lodgy and Dacia Dokker models and, starting from October 2013, the second generation Dacia Sandero, the output capacity being increased to 340,000 vehicles per year with the inauguration of this second production line. The site is located in a dedicated free trade area, neighboring the Tanger Automotive City, an industrial platform focused on automotive business. According to Renault, the new factory emits zero carbon and industrial liquid discharges. Over 100,000 vehicles were produced there in 2013, and Renault expects to eventually increase production at the Tangier plant to 400,000 vehicles per year, according to a report by the Committee of French Automobile Manufacturers.

2011

In December 2012 the Algeria’s National Investment Fund (FNI), the Société Nationale de Véhicules Industriels (SNVI), and Renault signed an agreement to establish a factory near the city of Oran, Algeria, with the aim of manufacturing Symbol units by 2014. The production output was estimated in 25,000 vehicles. The Algerian State will have a 51% stake in the facilities’ property.

2012

Corporate governance

Renault is administered through a Board of Directors, an Executive Committee and a Management Committee. As of May 2014, members of the 19-seat board are, among others, Carlos Ghosn, Alain J. P. Belda, Charles de Croisset, Thierry Desmarest, Yuriko Koike, Marc Ladreit de Lacharrière, Franck Riboud and Pascale Sourisse. The Executive Committee is composed by Ghosn, Thierry Bolloré (Chief Competitive Officer), Marie-Françoise Damesin (Executive Vice President, Human Resources), Jose-Vicente De Los Mozos Obispo (Executive Vice President Manufacturing and Supply-Chain), Gaspar Gascon Abellan (Executive Vice President Engineering), Philippe Klein (Executive Vice President, Product Planning, Programs), Stefan Mueller (Executive Vice President, Chairman of Europe region), Mouna Sepehri (Executive Vice President, Office of the CEO), Jérôme Stoll (Executive Vice President, Chief Performance Officer) and Dominique Thormann (Executive Vice President, Chief Financial Officer, Chairman and CEO, RCI Banque). The Management Committee is composed by the members of the Executive. There are five regional management committees which focus on certain geographic areas.

2013

Head office

2014

Renault’s head office is in Boulogne-Billancourt. The head office is located near the old Renault factories; Renault has maintained a historical presence in Boulogne-Billancourt, as the historic Boulogne-Billancourt plant had Renault’s activity since 1898.

This were all the photographs with date.

Now the ones without:

Renault vehiculos industriales

RENAULT Buses, Cars and Trucks France Part VI Modern Era 1972-1980

RENAULT

Buses, Cars and Trucks France

Part VI – Modern era (1972–1980)

The company’s compact and economical Renault 5 model, launched in January 1972, was another success, particularly in the wake of the 1973 energy crisis. Throughout the 1970s the R4, R5, R6, R12, R15, R16 and R17 maintained Renault’s production with further new models launches including the Renault 18 and Renault 20.

1972

Endangered like all of the motor industry by the energy crisis, during the mid seventies the already expansive company diversified further into other industries and continued to expand globally, including into South East Asia. The energy crisis also provoked Renault’s attempt to reconquer the North American market; despite the Dauphine’s success in the United States in the late 1950s, and an unsuccessful car-assembly project in Saint-Bruno-de-Montarville, Quebec, (1964–72), Renault as a stand-alone brand, began to disappear from North America at the end of the 1970s.

1973

Throughout the decades Renault developed a collaborative partnership with Nash Motors Rambler and its successor American Motors Corporation (AMC). From 1962 to 1967, Renault assembled complete knock down (CKD) kits of the Rambler Classic sedans in its factory in Belgium. Renault did not have large or luxury cars in its product line and the “Rambler Renault” would be aimed as an alternative to the Mercedes-Benz “Fintail” cars. Later, Renault would continue to make and sell a hybrid of AMC’s Rambler American and Rambler Classic called the Renault Torino in Argentina (sold through IKA-Renault). Renault partnered with AMC on other projects, such as development of a rotary concept engine in the late 1960s.

Renault 5 Turbo

This was one of a series of collaborative ventures undertaken by Renault in the late 1960s and 1970s, as the company established subsidiaries in Eastern Europe, most notably Dacia in Romania, and South America (many of which remain active to the present day) and forged technological cooperation agreements with Volvo and Peugeot, the latter signed in 1966 (for instance, for the development of the PRV V6 engine, which was used in Renault 30, Peugeot 604, and Volvo 260 in the late 1970s).

1974

In the mid-1960s an Australian arm, Renault Australia, was set up in Heidelberg, Melbourne, the company would produce and assemble models from the R8, R10, R12, R16, sporty R15, R17 coupe’s to the R18 and R20, soon the company would close in 1981. Renault Australia did not just concentrate on Renaults, they also built and marketed Peugeots as well. From 1977, they assembled Ford Cortina station wagons under contract- the loss of this contract led to the closure of the factory.

1974 Renault 15 coupe

When Peugeot acquired Citroën and formed PSA, the group’s collaboration with Renault was reduced, although already established joint production projects were maintained. As part of Citroën reorganisation prior to its merging with Peugeot, Renault purchased from them the truck and bus manufacturer Berliet in 1975, merging it with its subsidiary Saviem in 1978 to create Renault Véhicules Industriels, which became the only French manufacturer of heavy commercial vehicles. In 1976, Renault reorganised the company into four business areas which were automobiles (for car and light commercial vehicles or LCVs), finance and services, commercial vehicles (coaches and trucks over 2.5 tons GVW), and other minor operations under an industrial enterprises division (farm machinery, plastics, foundry, etc.). In 1980, Renault produced 2,053,677 cars and LCVs (the cars at the time were the Renault 4, 5, 6, 7, 12, 14, 16, 18, 20 and 30; the LCVs were the 4, 5 and 12 Société and the Estafette), and 54,086 buses/coaches and trucks.

1975

In North America, Renault formed a partnership with American Motors, lending AMC operating capital and buying a minority 22.5% stake in the company in late 1979. The first Renault model sold through AMC’s dealerships was the R5, renamed Renault Le Car. Jeep was keeping AMC afloat until new products, particularly the XJ Cherokee, could be launched. When the bottom fell out of the 4×4 truck market in early 1980 AMC was in danger of going bankrupt. To protect its investment, Renault bailed AMC out with a big cash influx – at the price of a controlling interest in the company of 47.5%. Renault quickly replaced some top AMC executives with their own people.

1976

The Renault–AMC partnership also resulted in the marketing of Jeep vehicles in Europe. Some consider the Jeep XJ Cherokee as a joint AMC/Renault project since some early sketches of the XJ series were made in collaboration by Renault and AMC engineers (AMC insisted that the XJ Cherokee was designed by AMC personnel; however, a former Renault engineer designed the Quadra-Link front suspension for the XJ series). The Jeep also used wheels and seats from Renault. Part of AMC’s overall strategy when the partnership was first discussed was to save manufacturing cost by using Renault sourced parts when practical, and some engineering expertise. This led to the improvement of the venerable AMC in-line six – a Renault/Bendix-based port electronic fuel injection system (usually called Renix) that transformed it into a modern, competitive powerplant with a jump from 110 hp (82 kW) to 177 hp (132 kW) with less displacement (from 4.2L to 4.0L).

1977

The Renault-AMC marketing effort in passenger cars was not as successful compared to the popularity for Jeep vehicles. This was because by the time the Renault range was ready to become established in the American market, the second energy crisis was over, taking with it much of the trend for economical, compact cars. One exception was the Renault Alliance (an Americanised version of the Renault 9), which debuted for the 1983 model year. Assembled at AMC’s plant in Kenosha, Wisconsin, the Alliance received Motor Trend‘s domestic Car of The Year award in 1983. The Alliance’s 72% U.S. content allowed it to qualify as a domestic vehicle, making it the first car with a foreign nameplate to win the award since the magazine established a separate Import Car of The Year prize in 1976. (In 2000, Motor Trend did away with separate awards for domestic and imported vehicles.)

1978

Renault sold some interesting models in the U.S. in the 1980s, especially the simple-looking but fun Renault Alliance GTA and GTA convertible – an automatic-top convertible with a 2.0 L engine – big for a car of its class; and the ahead-of-its-time Renault Fuego coupe. The Alliance was followed by the Encore (U.S. version of the Renault 11), an Alliance-based hatchback. In 1982 Renault become the second European automaker to build cars in the United States, after Volkswagen. However, Renault’s Wisconsin-built and imported models quickly became the target of customer complaints for poor quality, and sales plummeted.

1979

Eventually, Renault sold AMC to Chrysler in 1987 after the assassination of Renault’s chairman, Georges Besse. The Renault Medallion (Renault 21 in Europe) sedan and wagon was sold from 1987 to 1989 through Jeep-Eagle dealerships. Jeep-Eagle was the new division Chrysler created out of the former American Motors. However, Renault products were no longer imported into the United States after 1989. A completely new full-sized 4-door sedan, the Eagle Premier, was developed during the partnership between AMC and Renault. The Premier design, as well as its state-of-the-art manufacturing facility in Bramalea, Ontario, Canada, were the starting point for the sleek LH sedans such as the Eagle Vision and Chrysler 300M.

In early 1979, as part of its attempts to expand into the American market, Renault bought a 20% minority stake in the truck manufacturer Mack Trucks. The aim of this operation was to make use of the extensive dealership network of the company to distribute light trucks. In 1983, Renault increased its stake in Mack Trucks to 44.6%. In 1987, it transferred the ownership of a 42% stake to Renault Véhicules Industriels.

1980

In the late seventies and early eighties Renault increased its involvement in motorsport, with novel inventions such as turbochargers in their Formula One cars. Renault’s head of engines, Georges Douin, orchestrated the installation of turbocharged engines across much of the Renault range beginning in 1980. 10% of all turbocharged cars built in Europe in 1984 were Renaults. The company’s road car designs were revolutionary in other ways also – the Renault Espace was one of the first minivans and was to remain the most well-known minivan in Europe for at least the next two decades. The second-generation Renault 5, the European Car of the Year-winning Renault 9, and the most luxurious Renault yet, the aerodynamic 25 were all released in the early 1980s, building Renault’s reputation, but at the same time the company suffered from poor product quality which reflected badly in the image of the brand and the ill-fated Renault 14 is seen by many as the culmination of these problems in the early 1980s.

Part VII – Restructuring (1981–1995)

Buses CHAUSSON France

Buses CHAUSSON France

Chausson Autobussen

1947 Chausson APH

In 1907 werd door drie broers Jules, Gaston en Paul Chausson te Asnières-sur-Seine opgericht de Firma Ateliers Chausson Frères, in latere jaren werd de naam gewijzigd in Société des Usines Chausson. In deze eerste beginjaren hield men zich bezig met de opbouw van koetswerken op wagens, van echte carrosserieën zoals wij dat tegenwoordig kennen was nog geen sprake. Naast de koetswerken hield Chausson zich ook bezig met de bouw van water gekoelde radiateurs, brandstoftanks, buizen, inlaatspruitstukken en uitlaten. In 1942 waren er twee belangrijke aandeelhouders in het bedrijf, t.w. Renault en Peugeot.
Hoewel men in 1945 begon aan de ontwikkeling van een kleine personenauto voorzien van een water gekoelde één cilinder-tweetact motor van 10 PK, waarbij de open carrosserie plaats bood aan twee personen, kwam de serie productie niet op gang, en werd het project afgeblazen.
Men ging zich vanaf 1946 richten op de bouw van autobussen, en niet zonder succes. Door hun uiterlijk met de voor uitstekende radiateur (koeler grill), maakte deze bussen wereld beroemd. In Frankrijk kregen ze naam „nez de cochon“, vrij vertaald tot „varkensneus“. Deze grill vond men ook terug in de Peugeot 1 tons bestelwagen.

Bussen Chausson 47-270348 Hotschkiss 1947 Groote Markt Den Haag

In de latere modellen werd de radiateur binnen de carrosserie verwerkt, en kreeg de grill meer de vorm van een visbek.
De Firma Chausson genoot vooral in het begin van de jaren 1950 een groot succes, in vrijwel geheel Frankrijk waren deze bussen gemeengoed geworden. Door dit succes kon de firma zich expanderen en kon men de firma Chenard & Walcker overnemen. Ook werd er van de Locomotiefbouwer Brissonneau & Lotz nog een afdeling, die auto onderdelen fabriceerde, overgenomen.
In de goede jaren werkten bij Chausson 15.000 medewerkers, werkzaam in de hoofdvestiging Asnières-sur-Seine, en in de nevenvestigingen Creil, Gennevilliers, Laval, Maubeuge, Meudon en Reims.

CHAUSSON EMA 48 Mercedes Benz

In 1959/1960 werd Chausson geheel overgenomen door Renault, eerst nog onder de naam Saviem-Chausson, doch na een paar jaar onder de naam Saviem. Dit merk was al reeds door Renault overgenomen. Maar in de jaren zeventig verdween ook de naam Saviem, en werd Renault zo langzamerhand de enige fabriek van zware bedrijfswagens en autobussen in Frankrijk. Daarmee was niet alleen de tijd van Chausson en Saviem voorbij, maar ook die van Berliet, Citroën (alleen zwaar materieel), Somua ,Unic en Willéme. De Chausson bussen waren vlak na de oorlog zo populair in Nederland omdat het nogal „grote“ bussen waren ten opzichte van al het beschikbare „nood“ materieel. Bovendien liet de Nederlandse importeur Adriaan Beers uit Den Haag in een advertentie weten dat Chausson bussen binnen 3 weken, of wellicht nog korter, leverbaar waren.

CHAUSSON HTM 48 uit 1946

In het boek „La grande aventure des cars Chausson“ in 1988 geschreven door Nicolas Tellier, werd beschreven dat er in 1947 110 stuks complete Chausson autobussen aan Nederlandse bedrijven zijn geleverd. Nu wou ik gaan uitzoeken welke bussen dat zijn geweest, en dan op volgorde van de eerste eigenaar, maar zo U ziet is mijn lijst niet compleet. Ik heb er zelfs meer dan 110 stuks, maar kennelijk is niet altijd de 1e eigenaar bekend, of het kan ook heel goed zijn dat de schrijver misschien circa 110 stuks bedoelde. Opmerkelijk is de afwijkende Snelle Vliet 23 met zijn bergruiten. De meeste Chausson’s in Nederlanden werden geleverd met een Hotchkiss motor (type AH), een enkele kreeg een Panhard (AP) motor. EMA in Valkenswaard, die tevens Mercedes dealer was, verving de Franse motoren door er een Mercedes-Diesel in te plaatsen. Omdat deze motoren veel compacter waren kon de radiateur binnen de carrosserie gebouwd worden, en verviel het authentieke varkensneusje die deze Chausson’s zo kenmerkten. Een ander opvallend detail waren de achterwielen, die waren n.l. enkellucht gemonteerd, d.w.z. de achteras bevat slechts twee wielen, aan beide zijden slechts één wiel. Dit kwam echter op meerdere Franse bussen voor, o.a. bijv. Saviem, Renault, Somua en Isobloc.  Met dank aanhttp://www.openbaarvervoerinboskoop.nl/rubrieken/gerritgunnink/Deel167.html voor deze info in het nederlands.

CHAUSSON HTM 54

De Franse Chausson, een bus die zijn tijd ver vooruit was.

Op verzoek van diverse bezoeker/lezers, een uitleg over deze toch zeer bijzondere bus.

In dit geval schrijven we over een heel bijzondere bus, een type dat bij HTM kwam als een pleister op de wonde, toen men een chronisch gebrek had aan materieel.

Na de oorlog werd door HTM zeer veel moeite gedaan de volledig ontmantelde busdienst zo snel mogelijk weer op gang te brengen. Nu was de grote moeilijkheid hierbij dat vrijwel het gehele wagenpark of geroofd of onbruikbaar was. En….dit was niet alleen bij HTM het geval, bijna alle vervoersbedrijven hadden met de zelfde problemen te kampen.

Zo stonden in de garage een aantal bussen zonder banden en andere belangrijke onderdelen. Men stond dus voor een vrijwel hopeloze taak, temeer daar de onderdelenvoorziening zo vlak na de oorlog ook niet of nauwelijks functioneerde.

GTW 47 Chausson-2

HTM was dus zeer verheugd dat zij erin slaagde in Frankrijk een aantal bussen te bestellen. Deze bestelling vond plaats in december 1945 en toen in februari 1946 als eerste lijn ’T’ weer op straat verscheen waren reeds 4 Chaussons voor deze dienst beschikbaar.

Deze Chaussons hadden een typisch Frans uiterlijk met een klein neusje en waren nog voorzien van een benzinemotor die wist waar de brandstof moest blijven.

Hoewel HTM al voor de oorlog haar wagenpark gestandaardiseerd had op dieseltractie had men gewoon geen keus en was men al met al toch zeer verheugd met deze helpers uit de nood.

Chausson  APH252 Nantes

De 41 t/m 50 werden afgeleverd in een grijze kleur.

Deze wagens hadden aanvankelijk een lopende conducteur en er werd ingestapt door een klapdeur aan de achterzijde van de bus.

In juli en augustus 1946 werd een vervolgserie afgeleverd met de nummers 51 t/m 54.

Deze waren in een groene kleur bij HTM afgeleverd.

De toenmalige pers bezong deze Franse bussen als een zee van ruimte waarin maar liefst 70 passagiers vervoerd konden worden.

Eind mei 1946 waren voor de lijnen ‘G’, ‘K’ en ‘T’ 22 Kromhout-bussen en 10 Chaussons beschikbaar met nog enige Kromhouts in herstelling.

HTM besloot de Franse bussen, die tot nu toe provisorisch voor de dienst geschikt waren gemaakt, te verbouwen tot volwaardige stadsbussen.

Begin 1946 verscheen de ‘41′ in de bekende HTM-uitmonstering. Deze wagen had nu een zitplaats voor de conducteur tegenover de ingang. Van deze ingang was de klapdeur vervangen door de gebruikelijke vouwdeuren. Tevens was een optische signaalinrichting aangebracht.

Hoewel daar wel de mogelijkheden toe aanwezig was werden deze bussen niet voorzien van richtingsfilms. Nadat eerst alleen aan de voorzijde door middel van een bordje de lijnaanduiding werd aangegeven, kregen de 41 t/m 54 tijdens de verbouwing aan de blinde zijde, achterop en vlak voor de achteringang eveneens het bekende bordje met de lijnletter.

Chausson

Als laatste verbouwde Chausson kwam de 46 op 11 januari 1947 weer in dienst.

Voor het stadsbedrijf bleken deze benzinebussen echter toch weinig geschikt.

Er deden zich zeer veel storingen voor. Vooral in de strenge winter van 1946/1947 was het voor de passagiers duwen geblazen. Een constant gebrek aan onderdelen was er de oorzaak van dat vele Chaussons vaak langere tijd gedwongen buiten dienst stonden.

In november 1947 waren deze problemen opgelost en reden alle Chaussons weer, uitgezonderd van de ‘48′ die pas begin 1948 weer rijvaardig was.

HTM bracht in het najaar van 1947 nog richtingsaanduidingen aan boven de voorruit van deze bussen. Vlak onder de niet gebruikte filmkast werd een frame gemonteerd waar de lijnletter- en bestemmingsborden ingeschoven konden worden.

Deze richtingsborden waren bruin van kleur met witte- en gele letters.

Toen er nieuwe bussen voor de dienst beschikbaar kwamen verhuisden de Chaussons al snel naar het tweede plan. Een grote handicap van deze wagens was het zeer grote benzineverbruik waardoor het niet mogelijk was dat deze bussen een hele dienst reden. Onderweg moest dan worden bijgetankt bij de garage of bijvoorbeeld op lijn ‘G’ bij het tankstation op de Sportlaan bij de Houtrustbrug.

De Chaussons kwamen nu op de “korte” lijn ‘N’ (Vreeswijkstraat-Grote Markt), op spitsuurdiensten en later op lijn ’Y’ (Hollandse Spoor- Ypenburg).

In november 1949 kwam het moment dat HTM de gewaardeerde Franse hulpen kon missen en werden zij verkocht aan diverse touringcarondernemers in het gehele land die nog jaren plezier van deze wagens hebben gehad. Voordat deze ondernemingen de ex-HTM-Chaussons in dienst stelden werden zij grondig verbouwd en van een toerwageninterieur voorzien.

Hoewel deze serie uiteindelijk toch niet zo’n grote rol in het HTM-gebeuren heeft gespeeld waren zij zo vlak na de oorlog toch van onschatbare waarde.

Het Haags Bus Museum was dan ook zeer verheugd dat zij in 1980 in Frankrijk een dergelijke bus konden aankopen, een wagen die ooit als HTM-48 de Haagse straten zo nu en dan weer zal mogen sieren.

Deze bus werd toentertijd in Bourges in Frankrijk aangekocht en werd ruim dertig jaar later op een dieplader van de firma Gordijn naar Nederland gehaald.

Het heeft veel energie en vakmanschap gekost om deze bus weer in oude luister bij te zetten en heden ten dage horen we bij de regelmaat van de klok deze bus weer, met zijn typische rokende dieselmotor, weer door ons Haagje rijden.

B. Boomsma, Nick Roestenburg, Peter Nijbakker en Bart Rijnhouthttp://www.openbaarvervoerinboskoop.nl/delaatstebusopdolledinsdag/HTM27-04.htm

 Chausson AP48 Brebach 1a 1957

Schon 1948 wird der 2.000ste Bus ausgeliefert. Chausson Produktiepalette

1948 Chausson bus in a difficult situation

Im Jahr 1907 gründeten die Brüder Gaston und Jules Chausson in France

CHAUSSON APH52 (1952)

Chausson 1a Saarpost Bus 1958

Chausson

Chausson 48 b.j. 1946

Chausson 44 Hotschkiss 1946

Chausson AGB  APH52 Tekening

 Chausson

Chausson 1947

CHAUSSON 233

CHAUSSON-Saviem

Hazeleger, Saviem CHAUSSON BF-XL-08

CHAUSSON HTM 44

Chausson-aph-47-11

Chausson APH 2.50 de 1952

Chausson-vbc-01 Trolleybus

 Chausson APVU

Chausson-aph-52-06

Chausson AP52 f

Chausson K-17653  [1946]  NB-34-13 Guy [1947]

Chausson-aph-52-09

CHAUSSON EZABO ex HTM 50

 Chausson-apu-03 Chili

Chausson

CHAUSSON LAB 18 of 19

Chausson APH 2.52 n°106 et 108 de 1953

 Chausson APVU4 + Diesel moteur SOMUA

Chausson APH 2.52 n°287 de 1962

Chausson Bus WBX-Madagascar © John Veerkamp

 Chausson AH – Hotchkiss HTM 41 en 121 1946 Eiberplein

Chausson-aph-522-06

Chausson APH 2-50 (grün), Jahrgang 1951

Chausson aph2-50-1949

 Chausson 1946 Balk B-29020 NL

Chausson 1946 Balk B-29020 NL

HZ 27 CHAUSSON B 009

CHAUSSON EMA 79

Chausson wizual

Chausson-aph-52-10

 CTF cover1949

CHAUSSON RCT 4 NL

Chausson APH 2.52 n°189 de 1956

Chausson APVU

Chausson APH 2-522

CHAUSSON APH 522 (1961)

CHAUSSON APH52 (1952)

CHAUSSON APH 48 (1949)

CHAUSSON-Saviem boekje

Chausson DenHaag HOVM HBM 1948

Chausson-vbc-02 Trolleybus

Chausson-apvu-3-10

Bussen Chausson

Chausson Hispano Suiza 1959 Spanje

Chausson-aph-08

Chausson-aph-2-50-07

 Chausson Nederland

Chausson sept 1984 ub8 ©Ph. Willaert

Chausson 1949 APH 49

Chausson AMZ-de Muynck 32

CHAUSSON APU53 Sculptuur

Chausson buses 1959

CHAUSSON DE LA TEO DEVANT LA MAIRIE

Chausson Excursion Toulouse

Chausson nr 22 GEBRU

Chausson Poland

CHAUSSON Ringelberg 6

chausson et 215d Etoile gd

chausson18  gare junlister bus 1955 luxembourg-echternach

Chausson-bus Wernhout-Breda ca 1948

GTW 47 Chausson

Fini-einde

Filed Under: BERLIET, CHAUSSON, Chenard & Walcker, Citroën, FRANCE, Hispano Suiza,Hotchkiss, ISOBLOC, Mercedes Benz, OLD BUSES, Panhard, Peugeot, RENAULT, SAVIEM,SOMUA, Unic, Willéme

Buses bodybuilder CARRIER France

Busbuilder CARRIER France

Carrier LOGO

This chapter features pictures of French Carrier buses from four decades. Carrier is a long-established bus body builder. All the bodies seem to have been built on Renault-chassis, though they might very well have built some on, for example Mercedes. Their emphasis seems to have been on mid-size buses used for school and personnel transport. A major client has been the French army. Air France had some on Charles de Gaulle platform services. Fair numbers have also been exported to (former) French colonies and overseas departments such as Madagascar, Reunion and Cameroon. In addition to building bodywork, they also were involved in adapting the Saviem/Renault SG2 van as a bus. Apparently they are trying their luck in the large bus business now, as have other small French bodybuilders such as Trouillet.

(1958) Renault R2168 . Carrier

Carrier Renault 60s

RENAULT PC 27 S carrosserie Carrier

Carrier Renault 80s School Bus France

Carrier Renault bus Madagascar 70s

Carrier Renault SG4 Madagascar

Renault Carrier . Ex-French CRS

France Renault Carrier 80s © John Veerkamp

Carrier Renault Autocar

Madagascar Renault Carrier 60s © John Veerkamp

Madagascar Saviem Carrier 70s © John Veerkamp

Madagascar Saviem Carrier 70s © John Veerkamp

Prison – Police – Model origin FR. Renault Carrier

Renault Carrier 1989 Public service vehicle Bus

Renault Carrier 24 Seater . Ex-D.T.A.T

RENAULT CARRIER

Renault Carrier

Renault Carrier

Renault Bestelwagen 10o0kg en 1400kg build by Carrier 1954

RENAULT Goélette ambulance carrossée par Carrier

RENAULT Goélette ambulance carrossée par Carrier

Renault R 2065 4×2 Carrier 1957 Ambulance

Reunion Carrier Renault 97 © John Veerkamp

Renault SG4-Carrier Bus © John Veerkamp

Renault Goulette Ambulance 1962

Renault Goulette by Carrier

Carrier Saviem motorhome

Carrier CRS SG3 EL24 bus

Ambulance de la Carrosserie Carrier sur châssis Renault

Filed Under: CARRIER, FRANCE, Mercedes Benz, OLD BUSES, RENAULT, SAVIEM,Trouillet