Attention racers,
Event 31 is over, and here are the abridged results, with full results and more on the event sheet.
PHLS#32 officially starts now, and on this one I fell into a rabbit hole and ended up with 12 pages of a not-very-brief history of France’s Big Three. Enjoy.
Full details and voting on events 33 and 34 up in the top post.
Founding Years
Europe in 1810
This is what Europe looked like when Peugeot was founded, which is to say barely recognisable. Although in truth, disagreements between cousins, grandsons of the original Peugeot brothers, and co-directors Armand and Eugene Peugeot led to a split in 1888, two years after Armand had shown his prototype of the Peugeot Type 1 to the world. Armand founded his own company, the Peugeot Automobile Company, while Eugene kept the family business, The Sons of the Peugeot Brothers, to make everything from pepper mills to bicycles but not cars. The two companies merged in 1915, but the first Peugeot car on the market, the Type 2, was sold by Armand’s company, not Eugene’s. In short, Peugeot is and isn’t the oldest automobile company in the world. Isn’t that a fun fact?
Basilique du Sacré-Cœur under construction, Montmartre, Paris, 1882
With a 6.4% average incline and a peak at 9%, the Rue Lepic in Montmartre is one of the hardest slopes in Paris. There, on Christmas Eve 1898, Louis Renault bet that he could make the climb with a car of his invention. Bystanders laughed at such a ridiculous notion. And then he did it. 12 people ordered a car on the spot. Louis would go to found Renault with his brothers Marcel and Fernand soon after in 1899, though he would get sole ownership a decade later, after Marcel died in a race in 1903, and Fernand died of illness in 1909.
Herringbone gears
Patented in Poland in the late 19th century, the herringbone gear was spotted by André Citroën on a trip to his maternal country of origin in 1900 and he bought the patent. These gears offered a bunch of advantages over other methods of power transmission, they’re quieter and can take much more force and torque than standard gears, and they’re more efficient and much safer than leather belts used in factories that would often snap and kill workers. After a successful stint as a gear salesman, André Citroën was hired in 1908 to lead Mors, a renowned but financially troubled car company, and eventually founded his own in 1919.
Marcel Renault on a Type O race car during the infamous 1903 Paris-Madrid race
In the early days of the automobile, winning motor races was the best publicity you could get. Unfortunately, it was also a very dangerous sport. Cars had no safety features, roads were barely maintained dirt tracks. The 1903 Paris-Madrid race was stopped by the French government halfway through due to multiple fatal crashes. Marcel Renault, and at least 7 others, died in that race. Although Renault cars would continue to race, it would be at the hands of professional drivers only.
Late 19th century advert for Peugeot cars, featuring possibly a Peugeot Type 7
Of course, regular ads were a fairly standard way to advertise a product. These colorful painted ads from the 19th and early 20th century have now become collectors items.
Citroën’s name displayed with lightbulbs on the Eiffel Tower in 1925
André Citroën was known for such innovative publicity stunts. That same year, he also had his name written in that sky by a plane, possibly the first ever example of skywriting advertising. Citroën was a pioneer of the use of billboards for mass advertisement, and organised one-of-a-kind events, such as record-breaking events or land expeditions to Africa and Asia, all to sell his brand.
World Wars
Renault Type AG, Taxis de la Marne operation, September 1914
On July 28, 1914, Austria-Hungary declared war on Serbia. Days later, Germany declared war on France. Germany would then launch a blitz through Belgium. The march of the rapidly advancing German army was stopped by French and British troops in the Marne. The mobilisation of the fleet of Parisian taxis, nicknamed the Taxi de la Marne, was instrumental to quickly reinforce troops. At the time, over half the taxis of Paris were Renault Type AG cars, seen there in action. This was, of course, an amazing publicity for Renault.
Renault FT tanks in use by the US Army, September 1918
The Renault FT is considered to be the first modern tank. Mass produced from late 1917, its speed, agility, and the sheer number of units on the battlefield made it a redoutable weapon in the final stages of the war for Entente troops. Renault participated in the war effort majorly, and for his and his company’s contribution to victory, Louis Renault was decorated as a war hero.
Peugeot Autocannon armored car during WWI
Peugeot naturally participated in the war effort as well, building armored and transport trucks, airplane engines, but also bicycles, guns and ammo. Peugeot, Renault and Citroën profited massively from WWI, financially, reputationally, and from a production capacity standpoint.
Factory at Quai de Javel, Paris, date unknown
In 1915, André Citroën opened this massive factory to mass produce artillery shells for the war effort. It was then converted in 1919 to manufacture cars for the newly minted Citroën car company. The factory at Quai de Javel was the flagship of the company until its closure in 1975. The quai itself was renamed Quai André Citroën in 1958.
1929 Peugeot 201 sedan
The 1920s was a pivotal shift for the automobile industry. The manufacturing techniques of Henry Ford and the industrial build up of WWI allowed the automobile to become a product for the masses, and not just a pure luxury for a select few. Brands that didn’t make the transition would be hit hard in 1929 by the financial crisis. The Peugeot 201, introduced that same year, was the right product at the right time, a small economy car, not very innovative but reliable, pretty, and practical. It also introduced the central-zero naming convention that Peugeot still uses.
1934 Citroën 7A sedan
The Citroën 7 (1934-1941), so-called for its 7 tax-horsepower, and the later Citroën 11 (1934-1957) and 15 (1938-1956) were collectively known as the Citroën Traction (lit. front-wheel-drive), or sometimes Traction Avant (lit. front-front-wheel-drive). Though not the first car to use FWD, it was the first mass production car to have FWD, independent suspension on all four wheels, a monocoque body, rack and pinion steering and hydraulic brakes. It was, in 1934, the prototype of the modern car. And it was expensive, plagued by technical issues, and bankrupted Citroën. The company was bought by Michelin, André Citroën left soon after, in part due to health issues that took his life in 1935.
Original prototypes for a new small economy car for Citroën
To redress the company’s finances, Michelin ordered the development of a small economy car that would be Citroën’s people’s car. It was ready to be unveiled at the Paris Motor Show in October 1939. But on September 1st, 1939, Germany invaded Poland, and the world once again plunged into war. The prototypes and first models built were hidden from the Germans, and the car would not go into production before the end of the war.
Actors in a genuine 1942 Citroën T45 made for the German army
The Battle of France lasted six weeks, and in the end, N[history is censored I guess] Germany occupied more than half of France. French industries were put under supervision of various Germany companies. Citroën was supervised by Auto Union, and Renault by Daimler-Benz. Workers and executives complied more or less willingly, usually slowing down production, or sabotaging their own work. Citroën trucks left the factory with defective dipsticks to trick German mechanics, which led to endemic oil starvation issues. Such small acts of resistance were still dangerous. Besides the risk of arrest, torture, or death, what some feared most was to be taken to Germany for STO, compulsory work service.
Peugeot factory bodywork workshop, 1945
The Peugeot factory was renowned in Europe for its foundry. Anton Piëch (director of Volkswagen) and his father-in-law Ferdinand Porsche (that Ferdinand Porsche) took charge of the factory in 1943 with the intent to produce a mysterious new weapon, V1 missiles. The Peugeot family and workers worked with SOE and the Resistance to delay the deployment of V1s and prevent a single missile from ever being built in Sochaux. At the Liberation in 1944, Porsche and Piëch left the factory, stealing every bit of equipment they could, and destroying the rest. This is the real reason Peugeot threatened a trademark lawsuit over central-zero naming of the Porsche 901, as petty revenge for Ferdinand’s war crimes.
Scale models of Citroën 11 Traction
After a difficult launch, the Citroën Traction found its public. Its unparalleled handling, practicality, and new-found reliability made it the car of choice for both the Gestapo, N[history is censored I guess] Germany’s secret police, and the French Forces of the Interior, the Resistance. The model in the background is a gazogène, cars converted to a wood gas generator. Such modifications were common in Europe during WWII to circumvent petrol shortages, and especially in France during the Occupation. Associated with gangsterism in its early years, as it was one of the most powerful cars available in France and a tool of choice for enterprising criminals, after WWII the Traction’s image became inextricably linked to both the Occupation and the Liberation.
New York Times, October 25 1944, announcing the death of Louis Renault, pictured from a 1940 visit in Washington DC
Louis Renault met Henry Ford a few times, first in 1911 at Ford’s factory in Detroit. This wasn’t uncommon, André Citroën, and other automotive businessmen, visited Ford’s factory to take inspiration from the manufacturing system pioneered by Henry Ford. Louis Renault and Henry Ford though had one more shared interest beyond industrial engineering and cars: antisemitism. Unlike many others, Renault did not need much convincing to cooperate with the N[history is censored I guess]s. After Liberation, he was arrested in 1944 on charges of collaboration, and died under unclear circumstances awaiting trial. The company was seized and nationalised by the provisional government of Charles de Gaulle, and remained state-owned until 1996.
Recovery
A 2CV meeting
French industries weren’t in a great state after WWII, and people who had lost everything in the war weren’t really in a buying-expensive-cars type of mood. All over Europe, demand for small, practical, cheap vehicles was through the roof. After rebuilding the factories, it was time for Citroën to unshelve their 1939 prototype. Although it was cheap, the 2CV was still radically modern, borrowing some technologies developed for the Traction. Michelin, still owner of Citroën, used the 2CV to introduce radial tyres on the market. From 1948 to 1990, Citroën sold over 5 million 2CVs, and a few million more cars based on the same platform, including the beach buggy Mehari, and the extremely rare, twin-engined, 4x4 2CV Sahara.
Peugeot 404 Diesel des Records
After the Liberation, Peugeot stayed afloat firstly with its light motorcycle business, and secondly by putting the pre-war 202 back into production. Its 1948 successor, the 203, was Peugeot in a nutshell: technologically conservative, but incredibly stylish. It was Peugeot’s only passenger car on the market until 1955 and the introduction of the larger 403. Then, Peugeot did something uncharacteristic: they innovated. In 1959, the 403 received a diesel engine, at a time only Mercedes was fitting diesel engines in passenger cars, followed in 1960 by the 404 with a diesel option from the start. Diesel had a long list of disadvantages and was thought to be inferior, and so, despite being cheaper to run, some convincing had to be done. In 1965, Peugeot took a modified 404 cabriolet with a stock diesel engine and had it run 10 days at the Montlhéry oval, breaking a bunch of records, and doing it again a month later to break more records. Though it’s unclear what tangible effect the stunt had on sales, what’s sure is that Peugeot clearly showed they were serious about diesel.
Renault 5, 11, 16, and 8
Renault’s first post-war model was the 4CV. Like the 203 and 2CV, it was small, cheap, practical, and just what people needed. Renault then made bangers after bangers, with the Dauphine, R4, R5, and R8 being major successes. This allowed Renault to go after other markets, in the Americas, from Canada to Brazil, and all over Europe, from Spain to Turkey and even a partnership for the foundation of Dacia in the Romanian Socialist Republic. But Renault also suffered strike after strike, with a long tug of war between unions and executives in France, and despite good sales, in the mid 80s, Renault wasn’t doing so great.
US-spec 1986 Renault Alliance convertible
Renault’s first foray in the US was in 1906. It didn’t last very long, though long enough to sell a few AG taxis. After WWII, while Europe had been bombed and ravaged, the US had prospered, and for European manufacturers it was the place to be. In the 1950s, Renault started to export a few models to the US with limited success. To access a proper dealer network and gain a foothold on the market, in 1978, Renault entered a partnership with AMC, and increased its stake as AMC’s finances declined. Though the Renault Alliance was praised, sales were disappointing, and in the end Renault’s biggest success in the US would be the renewal of Jeep’s lineup. But by that time, it was Renault’s finances that were in the red. Though CEO Georges Besse was unwilling to pull out of the US, his assassination in 1986 by far-left terror group Action Directe prompted his successor to sell AMC to Chrysler and end’s Renault’s American adventure. At least, it was a far more successful attempt than Peugeot’s or Citroën’s.
1963 Presidential Citroën DS
After the technological revolution of the Traction, Citroën launched in 1955 another marvel, the DS, featuring hydropneumatic suspensions, brakes and steering, and directional headlights. The DS was a league above everything else on the road, so much so that it was not only the presidential car of Charles de Gaulle, but it was credited for saving his life in a 1962 assassination attempt, his driver managing to effortlessly outpace attackers on three wheels thanks to its unique suspensions and impeccable handling. But this renewed pursuit of automobile perfection had a cost. The DS, like the Traction before, was expensive and plagued with issues. Citroën would follow up with a costly experiment with Wankel engines, a colossal waste of money. Combined with the launch of another spaceship on wheels, the SM, a grand coupe intended for the US market that would almost immediately ban it, a venture for which they had bought Maserati at great cost, and once again, despite having made some of the most amazing cars in the world, Citroën was flirting with bankruptcy. And in 1974, Michelin sold Citroën to Peugeot.
Badge of the Peugeot 309
After buying Citroën, Peugeot decided it was a good idea to buy more stuff. For a symbolic dollar, Peugeot bought Chrysler Europe, and if it was so cheap, it’s because Chrysler Europe was riddled with debts and failing very hard at penetrating the European market. It was, in short, a very good way to throw a bunch of money out of the window, though serious financial troubles were ultimately avoided thanks to the excellent sales of the 205 and 405. The 309 remains the only trace in Peugeot’s model history of this little adventure, numbered out of sequence between the 305 and 306, as it was, in fact, supposed to be the Talbot Arizona, a successor to the Talbot/Simca/Chrysler/Plymouth/Dodge Horizon/Omni.
Renault into modern era
Renault Espace, Twingo, and Avantime
Part of the Chrysler Europe package was Matra, which was of interest to Chrysler due to its racing pedigree. While Chrysler in the US was entertaining the idea of reviving the minivan, Chrysler Europe worked with Matra on the same idea. After buying Chrysler Europe, Peugeot wasn’t particularly interested in Matra and let go of it, which then turned to Renault with the plans to a new type of vehicle. In 1984, and within months of each other, the Chrysler Voyager and Renault Espace hit the market, creating the minivan market out of thin air. Though the first couple years were difficult for the Espace, the minivan proved to be the undisputed family vehicle of the late 80s and 90s. Renault struck gold again in the 90s, shrinking down the Espace to create the Twingo, a revolutionary city car with TARDIS-like qualities. And then, in the 2000s, still riffing on the minivan, Renault would make a minivan coupe. They can’t be all winners.
Renault Group in 2025
The 1990s were for Renault a period of massive changes. In 1990, Renault bought the automobile division of Samsung, giving them a foothold in Korea, and later Asia. In 1993, Renault was in talks with Volvo for a merger, where they could take advantage of each other’s network respectively in South America and North America. But Renault’s majority stakeholder, the French state, was unwilling to lose control, and the Swedish investors of Volvo didn’t particularly want their national company to become French either. With the privatisation in 1996 and the lessons learned from the failure of the Volvo merger, Renault approached Nissan for a strategic partnership. Though called an “Alliance”, in reality, Renault had a 43% stake in Nissan, while Nissan had a 15% non-voting stake in Renault. Renault’s CEO, Carlos Ghosn, became CEO of Nissan as well. It was, in effect, a takeover.
Carlos Ghosn in front of a Nissan R35 GT-R
After Nissan, Renault attempted to buy Skoda, though Volkswagen swooped in to take the prize. Renault fell back on Romanian manufacturer Dacia, which they helped take off the ground back in the 1960s. Through Dacia, Renault launched the Logan, in a nutshell a modern interpretation of the people’s car, an ugly yet practical and effective car. In the 2000s, Renault continued to expand operations in Asia and South America. It also took a controlling stake in Lada-AvtoVAZ, opening the vast Russian market to Renault, though the Russian invasion of Ukraine in 2022 forced them to divest. The Renault-Nissan Alliance expanded to Mitsubishi in 2016. Through the 2010s, the Alliance was in the top 5 automakers by sales. Although the Alliance saved Nissan from a very difficult financial situation in the late 1990s, leading to a revival of the Z and GT-R, tensions between Ghosn and Japanese investors became very public after Ghosn’s arrest in Japan. Under new management, the Alliance was restructured in 2023, with Renault starting to sell some of its stake in Nissan. The Alliance might not be long for this world, though Renault will likely come out of it fine.
Renault Zoe, one of the first mass market modern EVs
Renault was one of the first major manufacturers to jump in on EVs, alongside Nissan and the newcomer Tesla. With the Tesla Model S being a rather costly full-size sedan, the Nissan Leaf and Renault Zoe were the only alternative for small, compact EVs, long before the Mini, the Smart and the Fiat 500 made the turn. Renault’s lineup now has electric options for all models, and has been reviving the names of the Renault 5, 4 and Twingo for a range of new, “affordable”, compact electric vehicles.
Peugeot and Citroën into the modern era
OEM badge from Peugeot
Although this gave the Brits a good laugh, the acronym for filtre à particules, diesel particulate filter, is nothing to laugh at. Though not strictly a new invention, Peugeot was the first to make it standard on all its diesel passenger cars starting in 2000, preshotting future regulations. By then, diesel benefited from a variety of fiscal advantages in Europe, and in France in particular, and this was part of Peugeot’s renewed push for diesel. Of course, these days, diesel is associated with dieselgate, and although Peugeot isn’t usually explicitly named or wasn’t caught using defeat devices like some other manufacturers, their engines were nonetheless clocked above European NOx standards, and tainted by the bare naked fraud of Volkswagen and others.
Hydractive 3 suspension diagram of a Citroën C5
Developed for the DS and first installed on very late model Tractions, hydropneumatic suspensions are Citroën’s trademark, found on all of Citroën’s flagships and family sedans, from the DS to the C6. It gave Citroëns handling above anything on the road, better even than the most expensive supercars, with an incredibly smooth ride quality on top, to the point Rolls-Royce licenced it for its 1965 Silver Shadow. If this system is so good, why aren’t more cars using it? Well, besides being costly, it has had a few reliability issues. Without strict adherence to the maintenance schedule, a fault is very likely. And if maintenance is relatively easy, repairs aren’t, to the point some Citroën dealers refused to work these suspensions. Citroën discontinued its Hydractive system in 2015, though similar systems are still used by Mercedes and Audi.
Peugeot 20Coeur concept and 402 Éclipse Décapotable
In 1998, Peugeot unveiled a concept at the Paris Motor Show, a 206-based retractable hardtop convertible, to be released in 2000 as the 206 CC, for coupé-cabriolet. This wasn’t Peugeot’s first foray into the CC world. In 1932, Georges Paulin patented a powered retractable hard roof system, dubbed Éclipse. He put it in application in 1934 on a Peugeot 401D, and Peugeot bought his patent to make the first ever production car with such a system, the 402 Éclipse Décapotable. More than half a century later, the 206 CC kickstarted a trend of small economy cars with a powered hardtop. Renault Mégane, Nissan Micra, Opel Tigra, or Volkswagen Eos, they followed the commercial success of the 206 CC. Citroën also did its own take on the idea, with the C3 Pluriel. It’s perhaps best if we don’t talk about that one.
Then-president François Hollande in the presidential Citroën DS5 HY4
In 2009, amidst an identity crisis, Citroën launched the DS3, an upscale compact car based on the C3, but more importantly reviving the name of the DS. The goal for Citroën was to reconnect with its past of high end executive cars after the commercial failure of the C6. In 2014, DS was spun off as its own brand, becoming PSA’s luxury division akin to Toyota’s Lexus. Still no hydropneumatic suspensions though.
Citroën Ami and Fiat Topolino electric microcars
After acquiring Opel and Vauxhall from GM in 2017, PSA merged with Fiat Chrysler Automobile to form Stellantis in 2021. As they did before, Peugeot and Citroën met again with Chrysler and Maserati. With Stellantis, Peugeot and Citroën are now part of the fifth largest automaker conglomerate, though it’s unclear how well the future will turn out.