Editing Renault (section)

==History==
===Founding and early years (1898–1918)===
[[File:Louis Renault with his first car.jpg|thumb|left|[[Louis Renault (industrialist)|Louis Renault]] (1877–1944) in 1903]]

The Renault corporation was founded on 25 February 1899 as ''Société Renault Frères'' by [[Louis Renault (industrialist)|Louis Renault]] and his brothers [[Marcel Renault|Marcel]] and [[Fernand Renault|Fernand]].<ref name="LAE">{{cite book |last1=Boutillier |first1=Sophie |last2=Uzunidis |first2=Dimitri |series=Studyrama perspectives |volume=625 |title=L'aventure des entrepreneurs |trans-title=The entrepreneurs' adventure |language=fr |year=2006 |publisher=Studyrama |isbn=2-84472-790-5 |pages=28–29}}</ref><ref>{{cite book |last1=Porázik |first1=Juraj |last2=Oravec |first2=Ján |title=Old time classic cars, 1885–1940 |year=1985 |publisher=Arco Pub |isbn=0-668-06307-6 |page=58}}</ref> Louis was a bright, aspiring young engineer who had already designed and built several prototypes before teaming up with his brothers, who had honed their business skills working for their father's [[textile]] firm. While Louis handled design and production, Marcel and Fernand managed the business.<ref name=AIM>{{cite magazine |date=8 April 1909 |title=A brief history of the House of Renault |volume=20 |issue=14 |magazine=Automotive Industries |pages=569–570}}</ref>

The first Renault car, the [[Renault Voiturette]] 1CV, was sold to a friend of Louis' father after giving him a test ride on 24 December 1898.<ref>{{cite book|url= https://books.google.com/books?id=ay8mnbMwYesC&q=first+renault+car+1CV&pg=PT141 |title=Heidi Klum & Seal The truth about the divorce |publisher=epubli |language=en}}</ref>

[[File:Renault Voiturette 1901.jpg|1901 Voiturette Renault Type D Série B|thumb]]
[[File:A 1911 Renault CC.jpg|thumb|1911 Renault CC]]
In 1903, Renault began to manufacture its own engines; until then it had purchased them from [[De Dion-Bouton]]. The first major volume sale came in 1905 when Société des Automobiles de Place bought Renault AG1 cars to establish a fleet of taxis.<ref name="TEMBEF">{{cite book |last=Smith |first=Michael Stephen |title=The Emergence of Modern Business Enterprise in France, 1800–1930 |series=Harvard Studies in Business |volume=49 |year=2006 |publisher=Harvard University Press |isbn=0-674-01939-3 |pages=402–405 |chapter=The Automobile and its Allies}}</ref> These vehicles were later used by the French military to transport troops during [[World War I]] which earned them the nickname "[[Renault Taxi de la Marne|Taxi de la Marne]]."<ref>{{cite web |url=http://www.francebleu.fr/patrimoine/13h30-une-page-d-histoire-france-bleu-champagne/une-page-d-histoire-le-taxi-de-la-marne |title=Une page d'histoire - le taxi de la Marne |work=francebleu.fr |trans-title=A page of the history - The Taxi de la Marne |publisher=France Bleu |date=11 March 2013 |access-date=15 April 2013}}</ref> By 1907, a significant percentage of London and Paris taxis had been built by Renault.<ref name="TEMBEF"/> Renault was also the best-selling foreign brand in [[New York City|New York]] in 1907 and 1908.<ref>{{cite magazine |date=28 January 1909 |title=Renault leads the foreigners |volume=20 |issue=4 |magazine=Automotive Industries |page=212 }}</ref> In 1908 the company produced 3,575 units, becoming the country's largest car manufacturer.<ref name="TEMBEF"/>

The brothers recognised the value of publicity that participation in [[motor racing]] could generate for their vehicles. Renault made itself known through succeeding in the first city-to-city races held in Switzerland, producing rapid sales growth. Both Louis and Marcel raced company vehicles, but Marcel was killed in an accident during the 1903 [[Paris-Madrid race]].<ref>{{cite book |last=Weeks |first=Lyman Horace |title=The History of the Automobile And Its Inventors |year=2010 |publisher=Books on Demand |isbn=978-3-86195-242-8 |pages=101–102}}</ref> Although Louis never raced again, his company remained very involved, including [[Ferenc Szisz]] winning the first [[Grand Prix motor racing]] event<ref>{{cite web|title=100 years in the driving seat: Renault celebrates a century of Grand Prix Victories |publisher=Renault UK |url= http://www.renault.co.uk/NMNewsItemDisplay.aspx?nid=119&nc=56&pc=4 |access-date=1 March 2008 }} {{dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}}</ref> in a [[Renault AK 90CV]] [[1906 French Grand Prix|in 1906]].

Louis took full control of the company as the only remaining brother in 1906 when Fernand retired for health reasons.<ref name="AIM" /> Fernand died in 1909 and Louis became the sole owner, renaming the company ''Société des Automobiles Renault'' (Renault Automobile Company).<ref name="LAE" /><ref name="TEMBEF" />

Renault fostered its reputation for innovation from very early on. At the time, cars were luxury items manufactured without assembly line advances. The price of the smallest Renaults at the time was 3000 [[franc]]s (₣); an amount equal to ten years pay for the average worker. In 1905, the company introduced [[mass production]] techniques and [[Taylorism]] in 1913.<ref name="ROH">{{cite web|url=http://www.renault.co.uk/about/historyofrenault.aspx |title=Renault official history |website=Renault.co.uk |access-date=7 September 2011}}</ref> In 1911, Renault visited Henry Ford at the [[Highland Park Ford Plant|Highland Park factory]] and adopted some of the manufacturing principles from his trip.<ref>{{cite web |title=The Île Seguin Renault Factory |url=http://architectuul.com/architecture/the-ile-seguin-renault-factory |website=Architectuul |access-date=15 January 2021}}</ref>

Renault manufactured [[buses]] and commercial cargo vehicles in the pre-war years. The first real [[commercial truck]] from the company was introduced in 1906.<ref name="TT">{{cite book |last=Bradley |first=Elliot |title=Trucks and trucking |year=1979 |publisher=Crescent Books |isbn=0-517-27343-8 |page= [https://archive.org/details/truckstrucking0000brad/page/94 94] |url= https://archive.org/details/truckstrucking0000brad/page/94 }}</ref> Renault were also an important pre-war manufacturer of [[Aircraft engine|aircraft engines]]. The firm entered the business in 1907 with the first of what would become a series of [[Renault 50/60 hp|air-cooled V8 engines]].<ref name=":SYHartmann2">{{cite web |last=Hartmann |first=Gerard |date=2005 |title=Les moteurs d'aviation Renault |trans-title=Renault aviation engines |url=https://www.hydroretro.net/etudegh/les_moteurs_d_aviation_renault.pdf |access-date=10 December 2023 |language=FR}}</ref> In 1911 the [[Renault 90 hp]] became the world's first [[V12 engine|V12]] aircraft engine when it was exhibited at the Salon de l’Aéronautique at the [[Grand Palais]] in [[Paris]].<ref name=":SY1">{{cite book |last1=Ludvigsen |first1=Karl |url= |title=The V-12 Engine |date=2005 |publisher=Haynes |isbn=1844250040 |location= |pages=18–19}}</ref>

During World War I, the company branched out into [[ammunition]]<ref name="TEMBEF" /> and [[Military vehicle|military vehicles]] such as the revolutionary [[Renault FT]] [[tank]].<ref name="ROH" /> Production of aero engines also ramped up with additional licensed production of the firms' products being undertaken by various companies, including [[Rolls-Royce Limited|Rolls-Royce]] who got their start in the aircraft engine business producing a batch of [[Renault 70 hp]] air-cooled V8s.<ref>{{cite web |date=13 August 2014 |title=The Rolls-Royce board was determined to resist Government requests to start making aero engines in Derby – it soon changed its mind |url=http://www.derbytelegraph.co.uk/Rolls-Royce-board-determined-resist-Government/story-22711723-detail/story.html |url-status=dead |archive-url= https://web.archive.org/web/20150110225748/http://www.derbytelegraph.co.uk/Rolls-Royce-board-determined-resist-Government/story-22711723-detail/story.html |archive-date=10 January 2015 |access-date=24 February 2014 |work=Derby Telegraph |publisher=Local World}}</ref><ref>{{cite news |date=13 March 2012 |title=The 10 Best Brand Extensions Ever (According To Me). 7)Rolls-Royce Aircraft Engines |url= https://business.time.com/2012/03/14/the-10-best-brand-extensions-ever-according-to-me/slide/rolls-royce-aircraft-engines/ |url-status=live |archive-url=https://web.archive.org/web/20131224201600/http://business.time.com/2012/03/14/the-10-best-brand-extensions-ever-according-to-me/slide/rolls-royce-aircraft-engines |archive-date=24 December 2013 |access-date=24 February 2014 |magazine=Time }}</ref> Renault's most successful aircraft engine was the [[Renault 12Fe|300 hp 12Fe]] with around 5,300 built during the war.<ref name=":SYHartmann2" /> The company's military designs were so successful that Louis was awarded the [[Legion of Honour]] for his company's contributions.<ref>{{cite web|url= http://www.sciencephoto.com/media/228176/view |title=Science Photo Library |website=sciencephoto.com |access-date=7 September 2011}}</ref> The company exported engines to American automobile manufacturers for use in such automobiles as the [[GJG]], which used a Renault {{Convert|26|hp||lk=in}} or {{Convert|40|hp||abbr=on}} four-cylinder engine.<ref>{{cite web |url=http://dmna.ny.gov/historic/reghist/wwi/GJG_Car_NYG.pdf |title=The GJG and the New York Guard |publisher=New York State Military Museum |last=De Angelis |first=Marianne |access-date=21 June 2014 }}</ref>

===Interwar years (1919–1938)===
[[File:Renault Celtaquate Berline 1935.jpg|[[Renault Celtaquatre]], 1935|thumb|right]]

Louis Renault enlarged Renault's scope after 1918, producing [[agricultural machinery|agricultural]] and [[industrial machinery]]. The war from 1914 until 1918 led to many new products.<ref name="IDCH">{{cite book |last1=Pederson |first1=Jay P. |last2=Derdak |first2=Thomas |title=International Directory of Company Histories |volume=26 |year=1999 |publisher=St. James Press |isbn=1-55862-385-X |pages= [https://archive.org/details/internationaldir0026unse/page/401 401–403] |url= https://archive.org/details/internationaldir0026unse/page/401 }}</ref> The first Renault tractor, the Type GP was produced between 1919 and 1930. It was based on the FT tank.<ref>{{cite book |last=Williams |first=Michael |title=Farm tractors in color |year=1974 |publisher=Macmillan Publishers |isbn=0-02-629300-5 |page= [https://archive.org/details/farmtractorsinco00will/page/31 31] |location=New York |url= https://archive.org/details/farmtractorsinco00will/page/31 }}</ref> Renault struggled to compete with the increasingly popular small, affordable "people's cars," while problems with the United States stock market and the workforce slowed the company's growth. Renault also had to find a way to distribute its vehicles more efficiently. In 1920, Louis signed one of its first distribution contracts with [[Gueudet|Gustave Gueudet]], an entrepreneur from [[Amiens]], France.

The pre-First World War cars had a distinctive front shape caused by positioning the [[Radiator (engine cooling)|radiator]] behind the engine to give a so-called "[[coal scuttle]]" [[Hood (vehicle)|bonnet]]. This continued through the 1920s.<ref>{{cite web |url= http://www.christies.com/lotfinder/LotDetailsPrintable.aspx?intObjectID=1016126 |title=Lot 128 / Sale 5545: 1909 Renault AX |website=christies.com |access-date=20 April 2013}}</ref> Only in 1930 did all models place the radiator at the front. The bonnet badge changed from circular to the familiar and continuing diamond shape in 1925. The practice of installing the radiator behind the engine against the firewall continued during the 1950s and 1960s on vehicles where the engine was installed longitudinally in the rear of the vehicle.

Renault introduced new models at the [[Paris Motor Show]], which was held in September or October of the year. This led to confusion about model years. For example, a "1927" model was mostly produced in 1928.

Renault cars during this time period had two model lines; the economy four-cylinder engine models that in the 1930s had the suffix "Quatre" and the luxury six-cylinder models that were sold with the suffix "-six", later becoming "Stella." For example, in 1928, when Renault produced 45,809 cars, its seven models started with a 6CV, a 10CV, the [[Renault Monasix|Monasix]], 15CV, the [[Renault Vivasix|Vivasix]], the 18/22CV and the [[Renault 40CV|40CV]]. Renault offered eight body styles. The longer [[rolling chassis]] were available to [[coachbuilder]]s. The smaller were the most popular while the least produced was the 18/[[Renault 24CV|24CV]]. The most expensive body style in each range was the closed car. Roadsters and tourers (torpedoes) were the cheapest.
[[File:Rétromobile 2017 - Renault Reinastella Type RM 2 - 1932 - 003.jpg|thumb|left|1932 [[Renault Reinastella]]]]
The London operation was important to Renault in 1928. The UK market was quite large and North America also received exports for the luxury car market. Lifted suspensions, enhanced cooling, and special bodies were common on vehicles sold abroad. Exports to the US by 1928 had declined to near-zero from their high point prior to WWI. A [[Renault 40CV|Type NM 40CV Tourer]] had a US list price of over US$4,600 (${{formatnum:{{Inflation|US|4600|1928}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}), about the same as a [[Cadillac V-12]], [[Packard Eight]], [[Fiat 520]], or [[Delahaye]]. Closed 7-seat limousines like the [[Renault Suprastella]] started at US$6,000 (${{formatnum:{{Inflation|US|6000|1928}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}).

Cars were conservatively engineered and built. The [[Renault Vivasix]], model PG1, was sold as the "executive sports" model beginning in 1927. Lighter weight factory steel bodies powered by a 3,180 [[cubic centimetre]] (cc) six-cylinder motor provided a formula that lasted until the [[Second World War]].

"de Grand Luxe Renaults", those with a [[wheelbase]] over {{convert|12|ft|m|adj=on}}, were produced in small numbers in two major types – six- and eight-cylinder. The 1927 six-cylinder Grand Renault models NM, PI and PZ introduced the new three spring rear suspension that considerably aided stability that was needed since some vehicles surpassed {{convert|90|mi/h|km/h|abbr=on}}.

The straight 8-cylinder [[Renault Reinastella|Reinastella]] was introduced in 1929 and expanded to a range culminating in 1939 [[Renault Suprastella|Suprastella]]. Coachbuilders included [[Kellner-Béchereau|Kellner]], {{ill|Jean-Henri Labourdette|fr|Jean Henri-Labourdette|lt=Labourdette}}, [[Clément-Rothschild|J. Rothschild et Fils]] and Renault bodies. Closed car Renault bodies were often trimmed with interior woodwork by Rothschild.
[[File:Renault Viva Boucher.jpg|thumb|right|[[Renault Viva Grand Sport]] and [[Hélène Boucher]]. During the 1930s, Renault settled several speed world records with Caudron planes, thanks to its 6-cylinders engines and aerodynamic designs.<ref name="Renault 2015">{{cite web|url=http://www.renaultsportf1.com/IMG/pdf/rsf1-presskit-2015-en_v6.pdf|title=Renault Energy F1-2015: Media Guide|work=Renault Sport F1|access-date=24 February 2015|url-status=dead|archive-url=https://web.archive.org/web/20150218174146/http://www.renaultsportf1.com/IMG/pdf/rsf1-presskit-2015-en_v6.pdf|archive-date=18 February 2015}}</ref>]]

In 1928, Renault introduced an upgraded specification to its "Stella" line. The [[Renault Vivastella|Vivastella]]'s and Grand Renaults had upgraded interior fittings and a small star fitted above the front hood logo. This proved to be a winning differentiator and in the 1930s all cars changed to the Stella suffix from the previous two alpha character model identifiers.

The Grand Renaults were built using a considerable amount of [[aluminium]]. Engines, brakes, transmissions, floor and running boards and all external body panels were aluminium. Of the few that were built, many went to scrap to aid the war effort.

In 1931, Renault introduced [[diesel engine]]s for its commercial vehicles.<ref name=TT/>

Renault was one of the few French vehicle manufacturers that pursued the production of [[aircraft engine]]s after World War I. In the late 1920s, it attempted to produce a high-power military engine to compete with the American [[Pratt & Whitney]] units, which proved unsuccessful, although its civil engines achieved better results.<ref name=AERO>Smith, Michael Stephen (2006). pp. 419–420.</ref>
In the 1930s, the company took over the aircraft manufacturer [[Caudron]], focusing its production in small airplanes,<ref name=AERO/> acquired a stake in [[Air France]] and partnered to establish the [[airmail]] company [[Air Bleu]].<ref name=INSEE>{{cite conference |url= http://www.insee.fr/en/ppp/sommaire/imet95-96m.pdf|title=Restructuring in the auto industry: the precedent of the 1930s |first=Jean Louis|last=Loubet|date=1 December 1999 |conference=Changing for the better approaches to restructuring enterprise groups – 5th seminar of the INSEE Business Statistics Directorate |journal=Insee Méthodes |issue=95–96|publisher=Insee |archive-url=https://web.archive.org/web/20120304022604/http://www.insee.fr/en/ppp/sommaire/imet95-96m.pdf|archive-date=4 March 2012|url-status=live}}</ref> Renault Caudron airplanes settled several speed world records during the 1930s. Renault continued developing tanks as part of France's rearming effort, including the [[Char D1|D1]] and the FT's replacement, the [[Renault R 35|R 35]].<ref>{{cite book|last=Zaloga |first=Steven J.|title=French Tanks of World War II (1): Infantry and Battle Tanks|series=New Vanguard|year=2014|publisher=Osprey Publishing|isbn=978-1-78200-389-2|pages=8–10}}</ref>

During the late 1920s and early 1930s, Renault was surpassed by [[Citroën]] as the largest car manufacturer in France. Citroën models at the time were more innovative and popular than Renault's.<ref>{{cite web |url= http://www.autonews.com/files/euroauto/inductees/renault.htm |title=The lonely man at the top of France's industrial world |last=Farhi |first=Stephane |website=autonews.com |access-date=3 December 2014 |url-status=dead |archive-url= https://web.archive.org/web/20141120000939/http://www.autonews.com/files/euroauto/inductees/renault.htm |archive-date=20 November 2014}}</ref> However, by mid-1930s the French manufacturers were hit by the [[Great Depression]]. Renault could initially offset losses through its tractor, railroad and weaponry businesses, while Citroën filed for [[bankruptcy]], and was later acquired by [[Michelin]].<ref name=INSEE/> Renault became again the largest car manufacturer, a position it would keep until the 1980s.<ref name=INSEE/>

Renault was finally affected by the [[Great Depression]] economic crisis in 1936. The company spun off [[Caudron]] and its foundry and aircraft engine divisions into related but autonomous operations, keeping its core automotive business.<ref name=INSEE/> Between 1936 and 1938, a series of labour disputes, strikes, and worker unrest spread throughout the French automobile industry.<ref name="Siedman1">{{cite journal|last=Siedman|first=Michael|year=2000|title=The Birth of the weekend and the revolt against work: The workers of the Paris region during the popular Front (1936–1938)|journal=Society for French Historical Studies|publisher=Bell & Howell Information and Learning Company}}</ref> The disputes were eventually quashed by Renault in a particularly intransigent way, and over 2,000 people lost their jobs.<ref name="Siedman1"/><ref name="Saltmarsh1"/>

===World War II and aftermath (1939–1944)===
After the [[Second Armistice at Compiègne|French capitulation in 1940]], [[Louis Renault (industrialist)|Louis Renault]] refused to produce tanks for [[Nazi Germany]], which took control of his factories. As Renault was manufacturing the [[Renault UE]] tank for the Allies, he produced [[Mercedes-Benz L3000|trucks]] instead. On 3 March 1942, the British [[Royal Air Force]] (RAF) launched 235 low-level bombers at the [[Île Seguin|Île Seguin, Billancourt, Paris]] plant, the largest number aimed at a single target during the war.<ref>Ben Macintyre, ''Agent Zigzag'', p37, Bloomsbury, 2010 ({{ISBN|978-1-4088-1149-8}})</ref> {{Convert|460|MT|}} of bombs were dropped on the plant and the surrounding area, causing extensive damage along with heavy civilian casualties.<ref name=Automobilia1940-46/> Renault resolved to rebuild the factory as quickly as possible, but bombardments continued a year later, on 4 April, this time delivered by the Americans, and on 3 and 15 September 1943.<ref name=Automobilia1940-46/>

A few weeks after the [[Liberation of Paris]], at the start of September 1944, the factory gates at Renault's Billancourt plant reopened.<ref name=Automobilia1940-46/> Operations restarted slowly, in an atmosphere poisoned by plotting and political conspiracy.<ref name=Automobilia1940-46/> In 1936, the Billancourt factory had been the scene of violent political and industrial unrest that had surfaced under [[Leon Blum|Léon Blum]]'s [[Popular Front (France)|Popular Front]] government. The political jostling and violence that followed liberation ostensibly reflected the rivalries between [[capitalist]] collaboration and [[communist]] resistance; many of the scores settled predated the invasion.<ref name=Automobilia1940-46/>

Responding to the chaotic situation at Renault, a 27 September 1944 meeting of the [[Council of Ministers of France|Council of Ministers]] <small>([[:fr: Conseil des ministres (France)|fr]])</small> took place under [[Charles de Gaulle|de Gaulle's]] presidency. Postwar European politics had quickly become polarised between communists and anti-communists, and in France de Gaulle was keen to resist [[French Communist Party|Communist Party]] attempts to monopolise the political dividends available to [[French resistance|resistance]] heroes: politically Billancourt was a communist stronghold. The government decided to "requisition" the Renault factories.<ref name="Automobilia1940-46" /> A week later, on 4 October, [[Pierre Lefaucheux]], a resistance leader with a background in engineering and top-level management, was appointed provisional administrator of the firm, assuming his responsibilities at once.<ref name="Automobilia1940-46" />

Meanwhile, [[Provisional Government of the French Republic|provisional government]] accused Louis Renault of collaborating with the Germans. In the frenzied atmosphere of those early post-liberation days, with many wild accusations, Renault was advised by his lawyers to present himself to a judge. He appeared before Judge Marcel Martin, on 22 September 1944<ref name="Automobilia1940-46" /> and was arrested on 23 September 1944, as were several other French automobile-industry leaders.<ref name="Automobilia1940-46" /> Renault's harsh handling of the 1936–1938 strikes had left him without political allies and no one came to his aid.<ref name="Saltmarsh1" /> He was incarcerated at [[Fresnes prison]] where he died on 24 October 1944 under unclear circumstances,<ref name="shame">{{cite news| title = Louis Renault and the shame of a nation| work=The Daily Telegraph | first = Ian | last = Morton| date = 14 May 2005| url = https://www.telegraph.co.uk/motoring/2735296/Louis-Renault-and-the-shame-of-a-nation.html| location=London}}</ref> while awaiting trial.<ref name="ogre">{{cite news| title = Foreign News: Was He Murdered?|magazine=Time | date = 6 February 1956| url=http://www.time.com/time/magazine/article/0,9171,893292,00.html| archive-url=https://web.archive.org/web/20081214123926/http://www.time.com/time/magazine/article/0,9171,893292,00.html| url-status=dead| archive-date=14 December 2008}}</ref><ref>{{cite news|url=https://news.google.com/newspapers?nid=1499&dat=19700107&id=dT0aAAAAIBAJ&pg=5789,2899107|title=The Rise and Fall of Louis Renault|last=Scriba|first=Jay|date=7 January 1970|work=The Milwaukee Journal|page=16|access-date=11 February 2014}}{{Dead link|date=February 2022 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>

On 1 January 1945, by de Gaulle's decree, the company was posthumously expropriated from Louis Renault. On 16 January 1945, it was formally nationalised as ''Régie Nationale des Usines Renault''.<ref name="Automobilia1940-46">{{cite journal| first = René | last = Bellu | title =Automobilia| journal = Toutes les Voitures Françaises 1940–46 (Les Années Sans Salon)| volume = 26| page = 5|year = 2003|publisher=Histoire & collections|location=Paris }}</ref> Renault's were the only factories permanently expropriated by the French government.<ref name="Berliet Renault">{{cite book| title = Language, politics, and society, p. 46-47| year = 1974| quote = <!-- The activities of Louis Renault led to the spectacular expropriation of his company by the State; what is less well known is that he died in prison awaiting trial, and therefore was never convicted. The car manufacturer Marius Berliet suffered the same fate of expropriation. At his trial in September 1945, Berliet claimed in his defence that his company had produced few cars for the German occupants than any other car producer: 2239 cars for the Germans vs. 6548 for French customers. This compared to Renault which had delivered 32,887 vehicles to the Germans and only 1697 to French clients, a pattern followed by Citroën (32,248 produced for Germans and only 2052 for French clients)(Aron, 1974). Managers at Renault claimed for their part, that they had deliberately slowed down production, producing 7677 fewer vehicles than the target of 41,909 vehicles imposed by the German occupants. The argument, however, cut no ice with the Confederation Generale du Travail (CVT), who maintained that the go-slow had been organised by the workers, not the management. Louis Renault may have been punished more for his attitudes than his actions, which were mirrored by those of many other employers. Robert Aron reports that when a Gaullist seeking his support for the Free French, Renault is alleged to have replied "De Gaulle connais pas!" (Aron, 1974, 234).-->| url = https://books.google.com/books?id=TlN0QLK4LhUC&q=louis+renault&pg=PA47| isbn = 978-1-85359-487-8| author1 = Ager, D. E| author2 = Wright, Sue| author3 = Hantrais, Linda| author4 = Howorth, Jolyon| publisher = Multilingual Matters}}</ref> In subsequent years, the Renault family tried to have the nationalisation rescinded by French courts and receive compensation. In 1945, and again in 1961, the Courts responded that they had no authority to review the government's actions.<ref name="Saltmarsh1">{{cite news|url= https://www.nytimes.com/2011/05/20/business/global/20renault.html?pagewanted=all&_r=0 |title=To Restore Reputation of a Renault Founder, Family Goes to Court |last1=Jolly |first1=David |last2=Saltmarsh |first2=Matthew |date=19 May 2011 |access-date=18 February 2014 |newspaper= The New York Times}}</ref>

===Postwar resurgence (1945–1971)===
[[File:Renault 4CV BW 1.JPG|thumb|right|[[Renault 4CV]]]]
Under the leadership of [[Pierre Lefaucheux]], Renault experienced both a commercial resurgence and [[labor unrest]], that was to continue into the 1980s.

In the early 1950s, Renault assembled at least two models; "Standard Saloon" and "De Luxe Saloon" in England.<ref>"British Cars 1951", by Peter Chambers, APC Publications, Birmingham. Pictures and summary at p.35. Details at p.47 and p.54-55</ref>

[[File:1959 Renault Frégate Transfluide.jpg|thumb|left|[[Renault Frégate]], 1951]]
In secrecy during the war, Louis Renault had developed the [[rear engine]] [[Renault 4CV|4CV]]<ref name=Autoworld197404>{{cite journal | first = J. | last = Dewar McLintock |title= Thirty Remarkable years of Renault |journal= Autoworld |volume= 45 |page= 11 |date= April 1974}}</ref> which was subsequently launched under Lefacheux in 1946. Renault debuted its flagship model, the largely conventional 2-litre 4-cylinder [[Renault Frégate]] (1951–1960), shortly thereafter. The 4CV proved a capable rival for cars such as the [[Morris Minor]] and [[Volkswagen Beetle]]; its sales of more than half a million ensured its production until 1961.

[[File:Renault Dauphine photo.jpg|thumb|right|[[Renault Dauphine]]]]
After the success of the 4CV, Lefacheux continued to defy the postwar French [[Paul-Marie Pons|Ministry of Industrial Production]], which had wanted to convert Renault solely to truck manufacture,<ref name="50jahre">{{cite web| title = 50 Jahre Renault Dauphine| date=5 October 2006| publisher=Auto-Motor, 05.10.2006, In German| url = http://www.auto-motor.at/Auto/Oldtimer/Renault-Dauphine.html}}</ref> by directing the development of its successor. He oversaw the prototyping of the [[Renault Dauphine|Dauphine]] (until [[Pierre Lefaucheux#Death|his death]]), enlisting the help of artist [[Paule Marrot]] in [[Renault Dauphine#Paule Marrot|pioneering the company's textile and color division]].

The [[Renault Dauphine|Dauphine]] sold well as the company expanded production and sales further abroad, including Africa and North America.<ref>{{cite news|url=https://content.time.com/time/specials/2007/article/0,28804,1658545_1657867_1657681,00.html |title=The 50 Worst Cars of All Time|magazine=Time |date=7 September 2007|access-date=28 April 2015}}</ref> The Dauphine sold well initially in the US, although it subsequently became outdated against increased competition, including from the country's nascent domestic compacts such as the [[Chevrolet Corvair]]. Renault also sold the [[Renault Caravelle]] roadster, which was called the Floride outside North America.

[[File:Renault Floride S (2009-10-13).jpg|thumb|left|[[Renault Floride]], 1958]]
[[File:Rétromobile 2018 - Renault 8 Gordini type R1135 - 1970 - 002.jpg|thumb|Launched in 1964, the [[Renault R8 Gordini]] was the first sportive compact car for a public consumption price.<ref>Auto Plus (Auto Bild France) n°1362, 10 to 17 of October 2014–1964: La Renault 8 Gordini, la première "GTi" (translation : "1964 : Renault 8 Gordini, the first 'GTi'").</ref> ]]
During the 1950s, Renault absorbed two small French heavy vehicle manufacturers ([[Somua]] and [[Latil]]) and in 1955 merged them with its own truck and bus division to form the [[Saviem|Société Anonyme de Véhicules Industriels et d'Equipements Mécaniques]] (Saviem).<ref name=CBTT>{{cite book |last1=Carroll |first1=John |last2=Davies |first2=Peter James |title=Complete Book Tractors and Trucks |year=2007 |publisher=Hermes House |isbn=978-1-84309-689-4 |pages=66–67}}</ref>

[[File:Renault R4 BW 2016-07-17 13-45-32.jpg|thumb|left|1966 [[Renault 4]]]]
Renault then launched two successful cars – the [[Renault 4]] (1961–1992), a practical competitor for the likes of the [[Citroën 2CV]], and the rear-engined [[Renault 8]].<ref name="IDCH"/> The larger [[Renault 10]] followed the success of the Renault 8, and was the last rear-engined Renault. The company achieved success with the more modern and more upmarket [[Renault 16]], a pioneering [[hatchback]] launched in 1966, followed by the smaller [[Renault 6]].

[[File:R12TL.JPG|thumb|1969 [[Renault 12]]]]
On 16 January 1970, the manufacturer celebrated the 25th anniversary of its 1945 rebirth as the nationalised ''Régie Nationale des Usines Renault''. The 1960s had been a decade of aggressive growth: a few months earlier, in October 1969, the manufacturer had launched the [[Renault 12]], combining the engineering philosophy of its hatchbacks with the more conservative "three-box" design. The four-door [[Renault 12]] model slotted between the [[Renault 6]] and [[Renault 16]]. The model was a success. 1970 was also the first year during which Renault produced more than a million cars in a single year, building 1,055,803.<ref name=Automobilia1970>{{cite journal | first = René | last = Bellu |title= Automobilia |journal= Toutes les Voitures Françaises 1970 (Salon [Oct] 1969) |volume= 31 |pages= 40 |year= 2004 |publisher= Histoire & collections |location= Paris}}</ref>

===Modern era (1972–1980)===
[[File:Renault 5 Turbo 2 - Coupe Florio 2015 01.jpg|left|thumb|Renault 5 Turbo]]
[[File:1972 Renault 17TS in Yellow, front right (Lime Rock).jpg|thumb|1972 [[Renault 17]]TS coupe]]
[[File:Juan María Traverso Renault Fuego GTX TC 2000 1986.jpg|thumb|The [[Renault Fuego]] won 8 consecutive championships in the Argentinian [[TC 2000 Championship|TC 2000]] touring car racing series between 1986 and 1993.]]
The company's compact and economical [[Renault 5]] model, launched in January 1972,<ref name=Automobilia1972>{{cite journal|first = René | last = Bellu|title=Automobilia|journal=Toutes les Voitures Françaises 1972 (Salon [Oct] 1971)|volume=76s|pages=50|year=2005|publisher=Histoire & collections|location=Paris}}</ref> was another success, anticipating the [[1973 energy crisis]].<ref name="IDCH"/> The  [[Renault 18]] was introduced in 1978 and the larger [[Renault 20]] in 1975.

During the mid-seventies, the already broad-based company diversified into more industries and continued to expand globally, including [[South East Asia]]. The energy crisis led Renault to again attempt to attack the North American market. Despite the Dauphine's success in the United States in the late 1950s and an unsuccessful assembly project in [[Saint-Bruno-de-Montarville, Quebec]] (1964–72), Renault began to disappear from North America at the end of the decade.

Renault acquired a controlling stake in [[Automobiles Alpine]] in 1973, and over the decades, Renault developed a collaborative partnership with [[Nash Motors]] [[Nash Rambler|Rambler]] and its successor [[American Motors Corporation]] (AMC). From 1962 until 1967, Renault assembled [[complete knock down]] (CKD) kits of the [[Rambler Classic]] sedans in its factory in Belgium.<ref>{{cite web|url= http://www.renault.com/fr/passionsport/pages/renault-meconnues.aspx |title=Renault Meconnues |publisher=Renault |language=fr |archive-url= https://web.archive.org/web/20130918235648/http://www.renault.com/fr/passionsport/pages/renault-meconnues.aspx |archive-date=18 September 2013 |access-date=12 July 2022}}</ref> Renault did not have large or luxury cars in its product line and the "Rambler Renault" was positioned as an alternative to the [[Mercedes-Benz Heckflosse|Mercedes-Benz "Fintail"]] cars. Later, Renault continued 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 a rotary concept engine in the late 1960s.

In the late 1960s and 1970s, the company established subsidiaries in [[Eastern Europe]], most notably [[Dacia (car)|Dacia]] in Romania, and [[Industrias Kaiser Argentina|South America]] (many of which remain active) and forged technological cooperation agreements with [[Volvo]] and [[Peugeot]],<ref name=DTI>{{cite journal|date=October 1982|title=Fourth Section: Manufacturer's profile|journal=Transit Bus Manufacturer Profiles|publisher=U.S. Dept. of Transportation, Urban Mass Transportation Administration, Office of Technical Assistance, Office of Bus and Paratransit Systems|location=Washington DC|pages=128–137|oclc=9384438}}</ref> (for instance, for the development of the [[PRV engine|PRV]] [[V6]] engine, which was used in [[Renault 30]], [[Peugeot 604]], and [[Volvo 200 series|Volvo 260]] in the late 1970s).
In the mid-1960s, Renault Australia was set up in Melbourne. The company produced and assembled models including the R8, R10, R12, R16, sporty R15, R17 coupes, R18, and R20. The unit closed in 1981 and the factory closed with LNC Industries taking over import and distribution of Renaults in Australia.<ref>{{cite web |title=Australian Motor Vehicle Manufacture |url=http://www.pocketoz.com.au/afe/motoring-manufacture2.html |access-date=2022-06-21 |website=pocketoz.com.au |archive-date=16 August 2022 |archive-url=https://web.archive.org/web/20220816232416/https://www.pocketoz.com.au/afe/motoring-manufacture2.html |url-status=dead }}</ref>

When Peugeot acquired Citroën and formed [[Groupe PSA|PSA]], the group's collaboration with Renault was reduced, although established joint production projects were maintained. Prior its merging with Peugeot, Citroën sold to Renault the truck and bus manufacturer [[Berliet]]<ref name=DTI/> in December 1974,<ref>{{cite web|url= http://www.lepoint.fr/automobile/paul-berliet-itineraire-d-un-modeste-geant-10-08-2012-1494758_646.php |title=Paul Berliet : itinéraire d'un modeste géant|trans-title=Paul Berliet: itinerary of a modest giant|last=Chevallier|first=Jacques|work=Le Point|date=21 August 2012|access-date=21 September 2018}}</ref> merging it with its subsidiary Saviem in 1978 to create [[Renault Trucks|Renault Véhicules Industriels]], which became the only French manufacturer of heavy commercial vehicles.<ref name=TT/><ref name=CBTT/> In 1976, Renault reorganised the company into four business areas: automobiles (for car and [[light commercial vehicles]] or LCVs), finance and services, commercial vehicles (coaches and trucks over 2.5 [[Metric ton|tons]] [[Gross vehicle weight rating|GVW]]), and 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. The company added 54,086 buses/coaches and trucks.<ref name=DTI/>

In North America, Renault partnered with [[American Motors Corporation]] (AMC), 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 [[Jeep XJ|XJ Cherokee]], could be launched. When the bottom fell out of the [[four-wheel drive]] (4×4) truck market in early 1980, AMC was in danger of bankruptcy. To protect its investment, Renault bailed AMC out with cash – at the price of a controlling 47.5% interest.<ref name=TCAMAIH>{{cite book|last=Cranswick|first=Marc|title=The Cars of American Motors: An Illustrated History|year=2011 |publisher=McFarland |isbn=978-0-7864-4672-8|pages= [https://archive.org/details/carsofamericanmo0000cran/page/279 279–295] |chapter=Kenosha Serves Cafe au Lait! |chapter-url= https://archive.org/details/carsofamericanmo0000cran/page/279}}</ref> Renault replaced some AMC executives, and [[Jose Dedeurwaerder]] of Renault became President of AMC.<ref name="IDCH"/>

The partnership resulted in the marketing of Jeep vehicles in Europe.<ref name="IDCH"/> The Jeep XJ Cherokee may have been 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; even though a former Renault engineer designed the Quadra-Link front suspension for the XJ series).<ref>{{cite web|url=http://www.automobilemag.com/features/lists/0604_jeep_cherokee/|title=Jeep Cherokee in " 20 greatest cars "|work=automobilemag.com|publisher=Automobile Magazine TEN|date=15 March 2006|access-date=28 April 2015|archive-date=17 April 2015|archive-url=https://web.archive.org/web/20150417095917/http://www.automobilemag.com/features/lists/0604_jeep_cherokee/|url-status=dead}}</ref> The Jeep also used wheels and seats from Renault. Part of AMC's overall strategy was to save manufacturing costs by using Renault's parts and engineering expertise when practical. This led to the improvement of the venerable [[AMC Straight-6 engine|AMC inline six]] – a Renault/Bendix-based port electronic [[fuel injection]] system (usually called [[Renix]]) transformed it into a modern, competitive powerplant with a jump from {{convert|110|to|177|hp|abbr=on}} with less displacement (from 4.2 to 4.0 litres). The XJC Cherokee concept, which was conceived in 1983 as a successor to the XJ series, was also a joint collaboration with AMC and Renault engineers until the design was inherited by the [[Chrysler Corporation]] in late 1987 after Renault divested AMC – which debuted in 1989 as the Jeep Concept 1 (evolving into the [[Jeep Grand Cherokee]] in April 1992).

The Renault-AMC marketing effort in passenger cars was unsuccessful compared to the popularity of Jeep vehicles. This was because, by the time the Renault range was ready, the [[1979 energy crisis|second energy crisis]] was over, taking with it much of the desire 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 [[Kenosha, Wisconsin]] plant,<ref name=TCAMAIH/> the Alliance received ''[[Motor Trend]]''{{'}}s domestic [[Motor Trend Car of the Year|Car of The Year]] award in 1983.<ref name="Renault car of the year USA">{{cite magazine|url= http://www.motortrend.com/oftheyear/car/car_of_the_year_winners/ |title=Car of the Year Winners, 1983 AMC Renault Alliance |magazine=Motor Trend |access-date=2015-03-08 |archive-date=3 April 2015 |archive-url= https://web.archive.org/web/20150403220707/http://www.motortrend.com/oftheyear/car/car_of_the_year_winners/|url-status=dead}}</ref> The Alliance's 72% US content allowed it to qualify as a domestic vehicle, making it the first car with a foreign nameplate to win the award. (In 2000, ''Motor Trend'' did away with separate awards for domestic and imported vehicles.) A surprising side effect of the AMC linkup was that Renault felt the effects of the [[Arab League boycott of Israel|Arab League boycott]] of companies doing business with Israel, as AMC built Jeeps there under license. Plans to sell the Renault 9 in the Middle East were mothballed as a result.<ref name=AG78a>{{cite magazine |ref=AG78 |magazine=De AutoGids |number=78 |volume= 3|page=73 |title=Franz Rekenhof bezorgd over Renault |trans-title=France's Court of Audit worried about Renault |first=Vic |last=Heylen |language=nl-be |date=16 September 1982 |location=Brussels, Belgium}}</ref>

Introductions in the US during the 1980s included the 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 [[Renault Fuego]] coupé. The Alliance was followed by the [[Renault Encore|Encore]] (US version of the [[Renault 11]]), an Alliance-based hatchback.<ref name=TCAMAIH/> In 1982, Renault become the second European automaker to build cars in the US, after [[Volkswagen]]. However, bland styling and poor product quality proved insurmountable.<ref>{{cite book |last1=McGee Wilson |first1=John |last2=Thomas |first2=Howard |last3=Wilson |first3=David |title=Strategy: Analysis and Practice |date=2010 |publisher=McGraw Hill |isbn=9780077148232 |page=639 |url= https://books.google.com/books?id=-IVvEAAAQBAJ&dq=Renault+in+US+customer+complaints+about+poor+quality&pg=PA639 |access-date=12 July 2022}}</ref>

Eventually, Renault sold AMC to [[Chrysler Corporation|Chrysler]] in 1987 after the assassination of Renault's chairman, [[Georges Besse]] by [[Action directe (armed group)|Action directe]].<ref name="IDCH"/> The [[Renault Medallion]] (Renault 21 in Europe) sedan and wagon was sold from 1987 until 1989 through [[Jeep-Eagle]] dealerships. Jeep-Eagle was the division Chrysler created out of the former AMC. Renault imports ended after 1989. A completely new [[Full-size car|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 [[Chrysler LH platform|LH sedans]] such as the [[Eagle Vision]] and [[Chrysler 300M]].

In early 1979, as part of its attempts to expand into the US market, Renault bought a 20% stake in truck manufacturer [[Mack Trucks|Mack]].<ref>{{cite magazine|title=Renault buys a slice of the Mack action |magazine=Truck & Bus Transportation |date=July 1979 |page=51}}</ref><ref name=RCICIUSJWE>{{cite book|last=Hart |first=Jeffrey A. |title=Rival Capitalists: International Competitiveness in the United States, Japan, and Western Europe |year=1992 |series=Cornell studies in political economy |publisher=Cornell University Press |chapter=France |isbn=0-8014-9949-6 |page= [https://archive.org/details/rivalcapitalists00hart_0/page/119 119] |chapter-url= https://archive.org/details/rivalcapitalists00hart_0/page/119}}</ref> The aim of this operation was to make use of the company's extensive dealership network to distribute light trucks.<ref name=TMC>{{cite web|url= https://www.mcall.com/1990/10/02/renaults-buyout-of-mack-puts-bite-back-in-the-bulldog/|title=Renault's Buyout of Mack Puts Bite Back in the Bulldog |last=Shope |first=Dan |website=[[The Morning Call]] |date=2 October 1990 |access-date=1 August 2013 |archive-date=27 August 2013 |archive-url= https://web.archive.org/web/20130827201720/http://articles.mcall.com/1990-10-02/business/2778115_1_mack-s-shares-renault-vehicules-industriels-mack-s-stock |url-status=live}}</ref> In 1983, Renault increased its stake in Mack to 44.6%.<ref name=RCICIUSJWE/><ref name=TMC/> In 1987, it transferred the ownership of a 42% stake to Renault Véhicules Industriels.<ref>{{cite web|url=https://www.mcall.com/1987/05/28/mack-shares-shifted-at-renault/|title=Mack Shares Shifted at Renault|last=Shope|first=Dan |website=[[The Morning Call]] |date=28 May 1987 |access-date=1 August 2013 |archive-date=18 August 2013 |archive-url= https://web.archive.org/web/20130818135202/http://articles.mcall.com/1987-05-28/business/2574683_1_renault-vehicules-industriels-rvi-mack-trucks |url-status=live}}</ref>

In the late 1970s and early 1980s, Renault increased its involvement in motorsport, with novel inventions such as [[turbochargers]] in its [[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 European cars in 1984 were Renaults.<ref name="Car9.84">{{cite journal|journal=Car|date=September 1984|page=94|title=Power professor|first=Howard|last=Williams|editor-last=Cropley|editor-first=Steve|publisher=FF Publishing|location=London, UK}}</ref> The company's road car designs were revolutionary in other ways also – the [[Renault Espace]] was one of the first [[minivan]]s and was to remain the most well-known minivan in Europe for 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 [[Renault 25|25]], were all released in the early 1980s. At the same time, poor product quality damaged the brand. The ill-fated [[Renault 14]] may have been the culmination of these problems in the early 1980s.

[[File:Renault Espace 2165cc manufactured 1990 first registered UK November 1995 (lhd).JPG|thumb|right|1985 [[Renault Espace]], the first European multi-purpose vehicle]]
[[File:Renault Twingo 2005.JPG|[[Renault Twingo]] popularized the city car in Europe from 1992. Six years later, most of its rivals began to enter the city car market.|thumb|right]]
===Restructuring (1981–1995)===
Renaults were somewhat successful on both road and track, including the 1984 [[Renault Espace|Espace]] launch, which was Europe's first multi-purpose vehicle, a dozen years before any competitor. However, Renault was losing a billion francs a month totaling ₣12.5&nbsp;billion in 1984. The government intervened and [[Georges Besse]] was installed as chairman; he set about cutting costs dramatically, selling many of Renault's non-core assets (Volvo stake, [[Gitane]], Eurocar, and Renix), withdrawing almost entirely from [[motorsports]], and laying off many employees.<ref name=R1985>{{cite book |date=2004 |url=http://www2.cddc.vt.edu/digitalfordism/fordism_materials/Donnelly.pdf |last1=Donnelly |first1=Tom |last2=Donnelly |first2=Tim |last3=Morris |first3=David |title=Renault 1985–2000: From bankruptcy to profit |issue=30 |series=Working papers (Caen Innovation Marché Entreprise) |oclc=799704146 |url-status=dead |archive-url=https://web.archive.org/web/20130903080634/http://www2.cddc.vt.edu/digitalfordism/fordism_materials/Donnelly.pdf |archive-date=3 September 2013}}</ref> This halved the deficit by 1986, but Besse was murdered by the communist [[terrorist]] group ''[[Action Directe (terrorist group)|Action Directe]]'' in November 1986. He was replaced by Raymond Lévy, who continued Besse's initiatives, slimming the company enough that by the end of 1987, Renault was more or less financially stable. However, while Besse was convinced that Renault needed a presence in the North American market and wanted to push forward with restructuring AMC, Lévy, facing domestic losses from Renault at home, and losses from AMC in the US, along with the political climate that led to Besse's assassination, decided to sell AMC to [[Chrysler]] that same year.

The [[Renault 9]], a small four-door family saloon, was voted [[European Car of the Year]] on its 1981 launch. It sold well in France, but was eventually eclipsed by its sister vehicle, the [[Renault 11]] hatchback, as the hatchback body style became more popular in this size of the car. The [[Renault 5]] entered its second generation in 1984 and continued to sell well. The long-running [[Renault 18]] was replaced by the [[Renault 21]] early in 1986, adding a seven-seater estate badged as the Nevada or Savanna depending on where it was sold. Renault's top-of-the-range model in the 1980s was the [[Renault 25]], launched at the end of 1983.

In 1990, Renault strengthened its collaboration with Volvo by signing an agreement that allowed both companies to reduce vehicle conception costs and purchasing expenses. Renault had access to Volvo's expertise in upper market segments and in return, Volvo exploited Renault's designs for low and medium segments. In 1993, the two companies announced their intention to merge operations by 1 January 1994 and increased their cross-shareholding. The French accepted the merger, while Volvo shareholders rejected it.<ref name=R1985/>

A revitalised Renault launched successful new cars in the early 1990s, accompanied by an improved marketing effort on European markets,<ref name=R1985/> including the 5 replacement, the [[Renault Clio|Clio]] in May 1990.<ref name="IDCH"/> The Clio was the first new model of a generation that replaced numeric identifiers with traditional nameplates. The Clio was voted [[European Car of the Year]] soon after its launch, and was one of Europe's best-selling cars in the 1990s, proving even more popular than its predecessor. Other important launches included the third-generation [[Renault Espace|Espace]] in 1996 and the innovative [[Renault Twingo|Twingo]] in 1992, the first car to be marketed as a city car MPV ([[multi-purpose vehicle]]). The Twingo was roomier than any prior cars of its size range. Twingo sales reached 2.4 million in Europe, even though the original was only built for (Continental) [[Left- and right-hand traffic|left-hand drive]] markets.<ref>{{cite web|url= http://www.carscoops.com/2013/12/renault-remembers-original-twingo-on.html|title= Renault Remembers the Original Twingo on its 20th Anniversary |publisher=Carscoops.com |date=3 December 2013 |access-date= 28 April 2015}}</ref>
[[File:Renault Mégane Scénic (cropped).JPG|thumb|[[Renault Scénic]], awarded Car of the year in Europe in 1997 and the first<ref name="ScenicLeaderMPV">{{cite web|url=http://www.autonews.com/article/20090320/ANE02/903209993/renault-wants-to-be-minivan-leader-again|title=From 1996, the Scenic has dominated the MPV market in Europe for more than a decade.|publisher=Auto news|quote="Renault invented the niche when it launched the first-generation Scenic in 1996."...&nbsp;"From 1996, the Scenic has dominated the MPV market in Europe for more than a decade."|date=20 March 2009|access-date=2014-11-30}}</ref> car to be marketed as a compact MPV, is the most popular MPV in Europe for 20 years.<ref name="ScenicLeaderMPV"/>]]

===Privatisation and the alliance era (1996–2019)===
It was eventually decided that the company's state-owned status was a detriment. By 1994, plans to sell shares to public investors were officially announced.<ref name=R1985/> The company was [[privatization|privatised]] in 1996.<ref name="IDCH"/> This new freedom allowed the company to venture once again into markets in Eastern Europe and South America, including a new factory in Brazil and upgrades for its infrastructure in Argentina and Turkey. In December 1996, [[General Motors Europe]] and Renault began to collaborate in the development of LCVs, starting with the second generation [[Renault Trafic|Trafic]] (codenamed X83).<ref>{{cite journal |year=2002 |url=http://hal.archives-ouvertes.fr/docs/00/26/25/28/PDF/2004-05-12-372.pdf |last1=Midler |first1=C. |last2=Neffa |first2=P. |last3=Monnet |first3=J-C |title=Globalizing the firm through co-operative projects: The Case of Renault |volume=2 |issue=1 |journal=International Journal of Automotive Technology and Management |page=24 |doi=10.1504/IJATM.2002.000055 |issn=1741-5012}}</ref>
[[File:Renault - Interview de Carlos Ghosn - Mondial de l'Automobile de Paris 2012 - 001.jpg|thumb|270x270px|[[Carlos Ghosn]] led Renault's cost cutting effort in 1998–2000.]]

Renault's financial problems were not all fixed by the privatisation, and Renault's president, [[Louis Schweitzer (businessman)|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 launch of new models. The company also undertook organisational changes, introducing a [[Lean manufacturing|lean production system]] with delegate responsibilities inspired by Japanese systems (the "Renault Production Way"), reforming work methods, and centralising [[research and development]] at its Technocentre to reduce vehicle conception costs while accelerating such conception.<ref name=R1985/>

After Volvo's exit, Renault searched for a new partner to cope with an industry that was consolidating. Talks with [[BMW]], [[Mitsubishi]], [[Nissan]], PSA and others were held and yielded a relationship with Nissan, whose negotiations with Daimler had stalled.<ref>{{cite book |last1=Kase |first1=Kimio |last2=Sáez-Martinez |first2=Francisco J. |last3=Riquelme |first3=Hernán |title=Transformational CEOs: Leadership and Management Success in Japan |chapter=Case Studies |year=2005 |publisher=Edward Elgar Publishing |isbn=1-84542-046-2 |pages=123–124}}</ref> Starting on 27 March 1999, the Renault–Nissan Alliance is the first of its kind involving a Japanese and a French company, including [[Cross ownership|cross-ownership]]. Renault initially acquired a 36.8% stake at a cost of £2.7&nbsp;billion in Nissan, while Nissan, in turn, took a 15% [[Non-voting stock|non-voting stake]] in Renault.<ref>Renault move looks good for UD Australia ''Truck & Bus Transportation'' May 1999 page 15</ref> Renault continued to operate as a stand-alone company, but with the intent to collaborate with its alliance partner to reduce costs. The same year, Renault bought a 51% majority stake of the Romanian company [[Automobile Dacia|Dacia]] for £408.5 million,<ref name=DEVELOPING>{{cite book |last1=Grünig |first1=Rudolf |last2=Morschett |first2=Dirk |title=Developing International Strategies: Going and Being International for Medium-sized Companies |url= https://archive.org/details/developingintern00grni |url-access=limited |chapter=Strategies for Being International |year=2011 |publisher=Springer |isbn=978-3-642-24724-8 |page= [https://archive.org/details/developingintern00grni/page/n332 308]}}</ref> thus returning after 30 years, in which time the Romanians had built over 2 million cars that primarily consisted of local versions of the Renault 8, 12 and 20. In 2000, Renault acquired a [[Controlling interest|controlling stake]] of the newly formed South Korean [[Samsung Group]]'s automotive division for £59.5 million.<ref>{{cite news |url=https://money.cnn.com/2000/04/21/worldbiz/renault/ |title=Renault buys Samsung unit |publisher=CNN |date=1 April 2000 |access-date=24 February 2014}}</ref>

In Japan, Renault was formerly licensed by [[Yanase (car dealership)|Yanase Co]], Japan's premier seller of imported cars. However, as a result of Renault's purchase of an interest in Nissan in 1999, Yanase cancelled its licensing contract with Renault in the spring of 2000, and Nissan took over as the sole licensee, hence sales of Renault vehicles in Japan were transferred from ''Yanase Store'' locations to ''[[Nissan#Japan|Nissan Red Stage Store]]'' locations.

In the late 1990s and early 2000s, Renault sold various assets to finance its inversions and acquisitions,<ref name=SELLOFF>{{cite web |url= http://www.autonews.com/article/20030324/SUB/303240849/agriculture-deal-marks-end-of-renault-sell-offs |title=Agriculture deal marks end of Renault sell-offs | last = de Saint-Seine | first = Sylviane |website=autonews.com |date=24 March 2003 |access-date=7 August 2014}}</ref> refocusing itself as a car and van manufacturer. In 1999, the company sold its [[industrial automation]] subsidiary, Renault Automation, to [[Comau]] and its engine parts division to TWR Engine Components.<ref name=SELLOFF/> In 2001, Renault sold its 50% stake in bus/coach manufacturer [[Iveco Bus|Irisbus]] to co-owner [[Iveco]] and its [[logistics]] subsidiary, CAT France, to Global Automotive Logistics.<ref name=SELLOFF/> Following the sale of Renault {{sic|hide=y|Véhicules}} Industriels to Volvo in 2001, the company retained a minority (but controlling) stake (20%) in the Volvo Group. In 2010 Renault reduced its shareholding to 6.5% and in December 2012 sold its remaining shares.<ref>{{cite news |url=http://uk.reuters.com/article/uk-renault-volvo-idUKBRE8BB1I020121212 |archive-url=https://web.archive.org/web/20160304082956/http://uk.reuters.com/article/uk-renault-volvo-idUKBRE8BB1I020121212 |url-status=dead |archive-date=4 March 2016 |title=Renault sells remaining Volvo stake |work=Reuters |date=12 December 2012 |access-date=16 April 2013}}</ref> 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.<ref>{{cite web |url=http://www.fwi.co.uk/articles/01/07/2008/111018/renaults-le-mans-tractor-plant-falls-under-100-claas.htm |title=Renault's Le Mans tractor plant falls under 100% Claas control | last =Fone | first = Nick |work=fwi.co.uk |date=1 July 2008 |access-date=20 April 2013 |archive-url=https://web.archive.org/web/20131203014440/http://www.fwi.co.uk/articles/01/07/2008/111018/renaults-le-mans-tractor-plant-falls-under-100-claas.htm |archive-date=3 December 2013 |url-status=dead}}</ref>
[[File:Renault Avantime registered February 2003 1998cc.JPG|thumb|The [[Renault Avantime]] three-door MPV showcases Renault's distinctive design in early 2000s.]]
In the twenty-first century, Renault developed a reputation for distinctive, outlandish design. The second generation of the [[Renault Laguna|Laguna]] and [[Renault Mégane|Mégane]] featured ambitious, angular designs that turned out to be successful, The 2000 Laguna was the second European car to feature [[Keyless entry|"keyless" entry]] and [[Keyless ignition|ignition]].<ref>{{cite web |url=http://europe.autonews.com/article/20001120/ANE/11200847/renault-stressed-innovations-on-new-laguna|title=Renault stressed innovations on new Laguna| last = Chew | first = Edmund|publisher=Automotive News Europe |date=20 November 2000 |access-date=28 April 2015}}</ref> Less successful were the company's more upmarket models. The [[Renault Avantime|Avantime]], a unique [[coupé]] [[multi-purpose vehicle]], sold poorly and was quickly discontinued while the luxury [[Renault Vel Satis|Vel Satis]] model also disappointed. However, the design inspired the lines of the second-generation Mégane, the maker's most successful car. As well as its distinctive styling, Renault was to become known for its car safety by the independent company Euro NCAP<ref name="Renault-safety-leader-NCAP">{{cite web|url= http://ec.europa.eu/transport/road_safety/specialist/knowledge/safetyratings/changing_design_upgrading_standards_and_reducing_casualties/in_car_safety_en.htm |title=In June 2001, a further milestone was reached when the Renault Laguna became the first car to be awarded 5 stars for occupant protection |publisher=Euro NCAP |access-date=2014-12-22}}</ref> Thus, in 2001, the Laguna achieved a five-star rating,<ref name="Renault-safety-leader-NCAP"/> followed in 2004 by the [[Renault Modus|Modus]],<ref>{{cite web|url=http://www.euroncap.com/en/results/renault/modus/15649|title=Euro NCAP test results for Renault Modus|year=2004|access-date= 28 April 2015}}</ref> and acquired control of [[AvtoVAZ]] in 2008.<ref>{{cite news|title=Renault buys stake in Lada owner |url= http://news.bbc.co.uk/2/hi/business/7135125.stm |access-date=5 July 2017 |work=BBC News |url-status = live |archive-url= https://web.archive.org/web/20160406001437/http://news.bbc.co.uk/2/hi/business/7135125.stm |archive-date=6 April 2016 }}</ref>

In April 2010, Renault–Nissan announced an alliance with Daimler. Renault supplied Mercedes-Benz with its brand new 1.6-litre [[Turbo-diesel|turbo-diesel engine]] and Mercedes-Benz provided a 2.0 litre four-cylinder petrol engine to Renault–Nissan.<ref>{{cite web |url=http://www.iol.co.za/motoring/industry-news/mercedes-and-renault-to-share-engines-1.999433 |title=Mercedes and Renault to share engines |work=Independent Online|location=South Africa |date=9 December 2010 |access-date=10 April 2011}}</ref> The resulting new alliance was to develop a replacement for the [[Smart (automobile)|Smart]] based on the Twingo.<ref>{{cite news |last=Taylor |first=Alex |url=https://money.cnn.com/2010/12/23/autos/nissan_carlos_ghosn.fortune/?section=magazines_fortune |title=Carlos Ghosn: Around the world for Renault Nissan |publisher=CNNMoney |date=23 December 2010 |access-date=10 April 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110514174442/http://money.cnn.com/2010/12/23/autos/nissan_carlos_ghosn.fortune/?section=magazines_fortune |archive-date=14 May 2011}}</ref>

In February 2010, Renault opened a new production factory near [[Tangier]], Morocco, with an annual output capacity of 170,000 vehicles.<ref>{{cite web|title=Renault begins Lodgy production in Morocco, targets Europe|url=http://europe.autonews.com/article/20120210/ANE/120219997/renault-begins-lodgy-production-in-morocco-targets-europe|work=Automotive News Europe|date=10 February 2012 |access-date=8 April 2014|format=10 February 2010}}</ref> Initially, it manufactured the [[Dacia Lodgy]] and [[Dacia Dokker]] models followed in October 2013<ref>{{cite web|title=Noile Dacia Logan, Sandero ?i Sandero Stepway|url=http://www.daciagroup.com/presa/comunicate-de-presa/2012/noile-dacia-logan-sandero-si-sandero-stepway|publisher=Dacia Group|access-date=12 January 2013|language=ro|date=27 September 2012}}</ref> by the second generation [[Dacia Sandero]]. The output capacity increased to 340,000 vehicles per year with the inauguration of a second production line.<ref>{{cite web|title=Inauguration of second production line at Renault-Nissan Tangier plant|url=http://www.media.renault.com/global/en-gb/renaultgroup/Media/PressRelease.aspx?mediaid=51354|publisher=Renault|access-date=8 April 2014|date=8 October 2013|quote=The new line will increase the site's output capacity to 340,000 vehicles a year, starting in 2014. It required an investment of €400 million and will produce Dacia Sandero and Dacia Sandero Stepway, two leading models in the Dacia range.|archive-date=8 April 2014|archive-url=https://web.archive.org/web/20140408221136/http://www.media.renault.com/global/en-gb/renaultgroup/Media/PressRelease.aspx?mediaid=51354|url-status=dead}}</ref> The site is located in a dedicated [[free trade area]], neighboring Tanger Automotive City.<ref>{{cite web|url=http://www.tangerfreezone.com/fr/tanger-automotive-city|title=Tanger Automotive City – GPI – Grande Plateforme Industrielle|work=tangerfreezone.com|url-status=dead|archive-url=https://web.archive.org/web/20140413154800/http://www.tangerfreezone.com/fr/tanger-automotive-city|archive-date=13 April 2014}}</ref> According to Renault, the new factory emits zero carbon and industrial liquid discharges.<ref>{{cite web|title=Tangier plant: setting new standards|url=http://www.renault.com/en/capeco2/laisser-moins-de-traces/pages/usine-tanger-site-industriel-pilote.aspx|work=Renault.com|access-date=12 January 2013}}</ref> Over 100,000 vehicles were produced there in 2013. Renault expects to eventually increase production at the Tangier plant to 400,000 vehicles per year.<ref>{{cite web|title=Renault Shifts Production to North Africa|url=http://groundreport.com/renault-shifts-production-to-north-africa/|work=Groundreport.com|date=12 February 2014 |access-date=10 March 2014}}</ref>

In the 2010s, Renault increased its efforts to gain market share in the Chinese market. In 2013, it formed a joint venture with [[Dongfeng Motor Group]] named as [[Dongfeng Renault]], based on a failed previous venture with the Chinese company Sanjiang.<ref name=CHADAY>{{cite web | url=http://www.chinadaily.com.cn/bizchina/2013-01/07/content_16090253.htm |title=After eight years of talks, a Renault-Dongfeng agreement | last = Han | first = Tianyang |work=China Daily | date=7 January 2013 | access-date=8 January 2015}}</ref> In December 2017, it signed an agreement with [[Brilliance Auto]] to create a new joint venture (Renault Brilliance Jinbei) aimed at producing light commercial vehicles and minivans under the Renault, [[Jinbei (marque)|Jinbei]] and [[Jinbei (marque)|Huasong]] marques.<ref name="Wards">{{cite web|url=https://www.wardsauto.com/industry/france-s-renault-china-s-brilliance-form-lcv-jv |last=Harman |first=Alan |title=France's Renault, China's Brilliance Form LCV JV |work=Ward's |date=21 December 2017 |access-date=1 August 2018}}</ref> In December 2018, Renault announced it would acquire a "significant" stake in [[JMCG]]'s electric vehicle subsidiary [[JMEV]].<ref>{{cite web|url=http://autonews.gasgoo.com/china_news/70015497.html |title=Groupe Renault and JMCG announce EV cooperation in China |work=Automotive News Gasgoo |date=20 December 2018 |access-date=19 January 2019}}</ref> In July 2019, Renault took a 50% majority stake from JMEV through capital increase.<ref name=nbd2>{{cite web|title=雷诺向江铃集团增资10亿元 控股江铃新能源 |url=https://m.nbd.com.cn/articles/2019-07-17/1354863.html |trans-title=Renault increased capital {{yuan|1 billion}} to take control of JMCG's JMEV |language=zh |work=National Business Daily |last=Zhang |first=Bei |editor-last=Duan |editor-first=Siyao |access-date=17 July 2019 |date=17 July 2019}}</ref> In April 2020, Renault announced it planned to withdraw from the Dongfeng Renault venture, transferring its stake to Dongfeng.<ref>{{cite press release |url=https://en.media.groupe.renault.com/news/groupe-renault-sets-its-new-strategy-for-china-2cc6-989c5.html |title=Groupe Renault Sets Its New Strategy for China |publisher=Renault |date=14 April 2020 |access-date=15 April 2020}}</ref>

In December 2012, the Algeria's National Investment Fund (FNI), the [[SNVI|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 from 2014 onwards. The production output was estimated at 25,000 vehicles. The Algerian State has a 51% stake in the facility.<ref>{{cite news |url= https://www.nytimes.com/2012/12/19/business/global/renault-to-build-auto-assembly-plant-in-algeria.html |title=Renault to Build Assembly Plant in Algeria |last=Jolly |first=David |newspaper= The New York Times |date=18 December 2012 |access-date=20 February 2013}}</ref><ref>{{cite web |url=http://www.just-auto.com/news/renault-exclusivity-deal-will-produce-symbol-model-from-2014_id130079.aspx |title=Renault exclusivity deal will produce Symbol model from 2014 |last=Warburton |first=Simon |website=Just-auto.com |date=20 December 2012 |access-date=20 February 2013 |archive-date=12 March 2013 |archive-url=https://web.archive.org/web/20130312103742/http://www.just-auto.com/news/renault-exclusivity-deal-will-produce-symbol-model-from-2014_id130079.aspx |url-status=dead }}</ref>

In September 2013, Renault launched its brand in Indonesia, the world's fourth most populous country, with the aim of becoming one of the top European brands there until 2016. The model range at the time of the launch consisted of the [[Dacia Duster|Duster]] (locally assembled), the [[Renault Koleos|Koleos]] and the [[Mégane Renault Sport|Mégane RS]].<ref>{{cite press release |url= http://media.renault.com/global/en-gb/renaultgroup/media/pressrelease.aspx?mediaid=50783 |title=Renault launches product range for Indonesia at 2013 Jakarta Motor Show |archive-date=25 July 2014 |archive-url= https://web.archive.org/web/20140725023630/http://media.renault.com/global/en-gb/renaultgroup/Media/PressRelease.aspx?mediaid=50783 |url-status=dead |access-date=12 July 2022}}</ref> Later, the [[Renault Clio|Clio]] and the [[Renault Captur|Captur]] were also added.<ref>{{cite web|url= https://www.renault.co.id/range.html |title=Product range |website=renault.co.id}}</ref>

In April 2015, the [[Agence des participations de l'État|French government]] upped their stake in Renault from 15% to 19.73% with the aim of blocking a resolution at the next annual general meeting that could reduce its control over the company.<ref>{{cite press release | work=Reuters| date=8 April 2015| title=France raises Renault stake to ensure long-term control | url= https://www.reuters.com/article/us-renault-sa-france-idUSKBN0MZ0BO20150408}}</ref> In 2017, the government sold back shares and returned to a 15% stake as agreed with Renault.<ref>{{cite web |url=https://www.bloomberg.com/news/articles/2017-11-02/france-cuts-stake-in-renault-to-15-in-1-4-billion-share-sale |title=French Government Eases Grip on Renault With $1.4 Billion Sale | last=Nussbaum |first=Ania |publisher=Bloomberg |date=2 November 2017 |access-date=24 March 2018}}</ref>

During 2016, Renault changed position on the viability of small ([[B-segment]]) diesel cars in Europe, as they become significantly more expensive when re-engineered to comply with [[Euro6|new emissions regulations]] as a result of the [[Volkswagen emissions scandal]]. Renault believes that all small and some mid-size ([[C-segment]]) will no longer be diesels by 2020.<ref>{{cite web|url= https://www.reuters.com/article/us-renault-diesel-exclusive-idUSKCN11C1MF?il=0 |archive-url= https://web.archive.org/web/20160918074237/https://www.reuters.com/article/us-renault-diesel-exclusive-idUSKCN11C1MF?il=0 |title=Exclusive: Renault sees diesel disappearing from most of its European cars|date=6 September 2016|archive-date=18 September 2016|work=Reuters|access-date=18 September 2016|url-status=live|quote=Renault (RENA.PA) expects diesel engines to disappear from most of its European cars, company sources told Reuters, after the French automaker reviewed the costs of meeting tighter emissions standards following the Volkswagen scandal.}}
</ref> However, on Friday, 13 January 2017, Renault shares fell as the [[judiciary of France|Paris prosecutor]] started an investigation into possible exhaust emissions cheating.<ref>{{cite news|title=Renault emissions being investigated by Paris prosecutors: source|url=https://www.reuters.com/article/us-renault-probe-idUSKBN14X13C?il=0|access-date=13 January 2017|work=Reuters|date=13 January 2017}}</ref><ref>{{cite news|title=Renault-Nissan-Mitsubishi bets on spike in electric cars|url=https://phys.org/news/2017-09-renault-nissan-electric-vehicles.html|access-date=15 September 2017|work=Phys.org |date=15 September 2017}}</ref> The company later recalled 15,000 cars for [[Emissions testing|emission testing]] and fixing.<ref>{{cite news |url=https://www.theverge.com/2016/1/19/10789162/renault-recall-15000-cars-emissions-probe-vw |title=Renault to recall 15,000 vehicles for emissions tests in wake of VW scandal |first=Amar |last=Toor |work=The Verge |date=19 January 2016 |access-date=20 January 2016}}</ref><ref>{{cite news |title=Renault to modify 15,000 new cars in emission scare |url=https://www.bbc.com/news/business-35350474 |work=BBC News |location=UK |date=19 January 2016 |access-date=21 January 2016}}</ref><ref>{{cite news |url=https://www.bbc.com/news/business-36106783 |title=Renault to modify 15,000 new cars in emission scare |publisher=BBC |location=UK |date=19 January 2016 |access-date=22 April 2016}}</ref> Renault, along with several other automobile companies, has been accused of manipulating the measurement equipment for {{NOx}} pollution from diesel cars. Independent tests carried out by the German car club [[ADAC]] proved that, under normal driving conditions, diesel vehicles, including the [[Renault Espace]], exceeded legal [[European emission limits]] for nitrogen oxide ({{NOx}}) by more than 10 times.<ref name=adac2015>[http://theicct.org/sites/default/files/publications/ICCT_NOx-control-tech_revised%2009152015.pdf NOX control technologies for Euro 6 Diesel passenger cars, Market penetration and experimental performance assessment], Liuhanzi Yang, Vicente Franco, Alex Campestrini, John German, and Peter Mock. ICCT in collaboration with ADAC, 3 September 2015.</ref><ref name="independent.co.uk_2015-10-01">{{Citation | url= https://www.independent.co.uk/news/business/news/volkswagen-emissions-scandal-more-carmakers-implicated-as-tests-reveal-pollution-levels-of-popular-a6674386.html| title=Volkswagen emissions scandal: More carmakers implicated as tests reveal pollution levels of popular diesels | newspaper=The Independent | access-date=1 October 2015}}</ref><ref name="theguardian.com_2015-10-01">{{cite news |url= https://www.theguardian.com/environment/2015/sep/30/wide-range-of-cars-emit-more-pollution-in-real-driving-conditions-tests-show |title=Wide range of cars emit more pollution in realistic driving tests, data shows |newspaper=The Guardian |date=30 September 2015| access-date=1 October 2015}}</ref> Renault denied any foul play, stating compliance with French and European standards.<ref>{{cite news|last1=Kostov |first1=Nick |title=Renault shares fall as emissions fraud probe opens |url= http://www.marketwatch.com/story/renault-shares-fall-as-emissions-fraud-probe-opens-2017-01-13 |access-date=13 January 2017 |work=MarketWatch}}</ref>

In November 2018, Renault's CEO Ghosn was arrested by Japanese officials for allegedly underreporting his Nissan's salary, following an internal review conducted by the Japanese company. Renault traded shares fell more than 15% after the arrest was known.<ref>{{cite web |title=Ghosn arrested in misconduct probe|url=http://europe.autonews.com/article/20181119/ANE/181119737/1620|access-date=19 November 2018|date=19 November 2018|work=Automotive News Europe}}</ref> After Ghosn's arrest, the [[chief operating officer]] and company deputy chief [[Thierry Bolloré]] became the acting CEO and the board director Philippe Lagayette the acting chairman.<ref>{{cite web |url=http://www.lefigaro.fr/conjoncture/2018/11/20/20002-20181120ARTFIG00109-carlos-ghosn-n-est-plus-en-etat-de-diriger-renault-declare-le-maire.php|title=Arrestation de Carlos Ghosn : le tandem Lagayette-Bolloré nommé à la tête de Renault |trans-title=Ghosn arrest: the duo Lagayette-Bolloré appointed to lead Renault |language=fr |work=Le Figaro |last=Garcin |first=Wladimir |date=20 November 2018 |access-date=18 January 2019}}</ref> In January 2019, following Ghosn's resignation, Renault announced it had appointed [[Jean-Dominique Senard]] as chairman and the acting CEO Bolloré as CEO.<ref>{{cite press release|title=Board of Directors communication|url=https://media.group.renault.com/global/en-gb/groupe-renault/media/pressreleases/21221350/communique-du-conseil-dadministration5|access-date=24 January 2019|date=24 January 2019|publisher=Renault|archive-date=24 January 2019|archive-url=https://web.archive.org/web/20190124203903/https://media.group.renault.com/global/en-gb/groupe-renault/media/pressreleases/21221350/communique-du-conseil-dadministration5|url-status=dead}}</ref> In October 2019, Bolloré was fired and replaced by Renault's [[chief financial officer|CFO]] [[Clotilde Delbos]] as acting CEO. Bolloré said his dismissal was a "coup" by Senard.<ref>{{cite web |title=Renault ousts chief executive Thierry Bolloré in 'coup'
|first=Theo|last=Leggett|url=https://www.bbc.com/news/business-50016532|access-date=30 October 2019|date=11 October 2019|publisher=BBC}}</ref> In January 2020, Renault announced it had named Italian [[Luca de Meo]] as its new CEO, with him taking his post on 1 July. Delbos was named as his deputy.<ref>{{cite web |title=Renault chooses VW's Luca De Meo as new CEO |url=https://www.france24.com/en/20200128-renault-chooses-vw-s-luca-de-meo-as-new-ceo|access-date=16 January 2021|date=29 January 2020|work=France 24}}</ref>

=== COVID effects, company and Alliance reforms (2019–present) ===

In May 2020, Renault announced a cost-cutting plan aimed at eliminating 15,000 jobs worldwide, about 10% of the company's workforce, due to falling sales and the [[COVID-19 pandemic]].<ref>{{Cite web |title=Renault cuts 15,000 jobs in major restructuring |url=https://www.bbc.com/news/business-52845849 |date=29 May 2020 |website=BBC News |language=en-GB |access-date=29 May 2020}}</ref>

In January 2021, as part of a company revamp, Renault said it would divide its automotive division into four business units: Renault, Dacia and [[Lada]], Alpine, and Mobilize (the latter for new "new mobility services").<ref>{{cite web |title=Renault's transformation strategy will see 24 new vehicles by 2025 |last=Attwood |first=James |url=https://www.autocar.co.uk/car-news/industry-news/renaults-transformation-strategy-will-see-24-new-vehicles-2025 |access-date=16 January 2021 |date=14 January 2021 |work=Autocar}}</ref><ref>{{cite web |title=Welcome to the Dacia Bigster Concept |last=Harrison |first=Tom |url=https://www.topgear.com/car-news/concept/welcome-dacia-bigster-concept?amp |access-date=16 January 2021 |date=14 January 2021 |work=Top Gear}}</ref>

In April 2021, Renault said that its revenue fell by 1.1% from the beginning of 2021 until March and it will reduce car production and focus on models with higher margins.<ref>{{cite web|date=2021-04-22|title=Renault revenue falls for fifth quarter in a row |url= https://www.reuters.com/business/autos-transportation/renault-posts-falling-revenue-amid-turnaround-effort-2021-04-22/ |access-date=2021-04-22 |work=Reuters}}</ref>

In November 2022, Renault said it plans to spin off the electric car development into a [[Ampere (company)|subsidiary company]] tentatively called [[Ampere (company)|Ampère]].<ref name=powersplit>{{cite web |title=Renault launches Ampere electric car business unit and Geely ICE joint-venture |last=Brodie |first=James |url=https://www.autoexpress.co.uk/renault/359152/renault-launches-ampere-electric-car-business-unit-and-geely-ice-joint-venture |access-date=8 November 2022 |date=8 November 2022 |work=AutoExpress}}</ref> It also plans to spin off its powertrain production and development operations (including internal combustion engines and hybrid systems) into a [[Horse project|joint venture company]] named [[Horse (company)|Horse]] with [[Geely]] as co-owner.<ref name=powersplit/><ref>{{cite press release |title=Geely and Renault Group sign framework agreement to create leading powertrain technology company |url=https://media.renaultgroup.com/geely-and-renault-group-sign-framework-agreement-to-create-leading-powertrain-technology-company/?lang=eng |access-date=8 November 2022 |date=8 November 2022 |publisher=Renault}}</ref>

In January 2023, Renault said it intended to transfer almost 30% of its controlling stake in Nissan to a French trust (pending approval by both companies), reducing its shares with voting rights to a minority 15% and, in doing so, making Nissan shares in Renault to gain voting rights. The shareholding and voting ratio of both companies is set to be fixed in the future. The agreement also included Nissan investing in Ampere and projects in various markets.<ref>{{cite web |title=Nissan, Renault move toward alliance rejig, to make statement -sources |url= https://www.euronews.com/next/2023/01/30/nissan-renault |date=30 January 2023 |access-date=30 January 2023 |work=Euronews}}</ref><ref>{{cite press release |title=Statement |url=https://media.alliancernm.com/statement//?lang=eng |access-date=31 January 2023 |date=30 January 2023 |publisher=Alliance}}</ref> In February 2023, both companies approved the going-ahead for the shareholding changes. Final details and regulatory clearances for the transaction were set to be completed by the first quarter of 2023 and it would be done by the fourth quarter. The companies also approved joint projects and Nissan's Ampere investment.<ref>{{cite press release |title=Renault-Nissan-Mitsubishi Alliance open a new chapter for their partnership |url=https://media.renaultgroup.com/renault-nissan-mitsubishi-alliance-open-a-new-chapter-for-their-partnership/?lang=eng |access-date=6 February 2023 |date=6 February 2023 |publisher=Renault}}</ref> The share transfer was completed in November 2023.<ref name=share>{{cite press release |title=Renault Group and Nissan announce the completion of their agreements framing the foundations of the new chapter of the Alliance |url=https://global.nissannews.com/en/releases/231108-03-e |access-date=8 November 2023 |date=8 November 2023 |publisher=Nissan}}</ref>

March 31, 2025 – Renault to Acquire Nissan’s 51% Stake in Indian Manufacturing Unit<ref>{{cite news |title=Renault to buy Nissan's stake in India manufacturing unit, taking full ownership |url=https://www.reuters.com/markets/deals/renault-buys-nissans-51-stake-india-manufacturing-unit-2025-03-31/ |work=Reuters |date=March 31, 2025 |access-date=March 31, 2025}}</ref>

===Innovations===
*1899 Louis Renault "Driving, speed-changing mechanism and reversing gear"<ref>{{cite web|url=https://patents.google.com/patent/US660924|title=Driving and speed changing mechanism for motor vehicles|author-link=Louis Renault (industrialist) | first = Louis | last = Renault | year=1899|access-date=7 March 2015}}</ref> Louis Renault invented a revolutionary ''direct drive'' gear<ref>{{cite web|url=http://www.universalis.fr/encyclopedie/louis-renault/|title=Louis Renault (1877–1944)|publisher=Encyclopedia Universalis|year=1899|access-date=7 March 2015}}</ref> with no drive belt, with much better uphill performances.
*1961 – [[Renault 4]] was the first serial car with hatchback body style
*1963 – [[Renault 8]] was the first serial car with four-wheel disc brake system
*1980 – First patents for "Braking distribution device for total adherence"<ref>{{cite web|url=https://patents.google.com/patent/EP0014954A1/en|title=Braking distribution device for total adherence|year=1980|access-date=7 March 2015}}</ref><ref>{{cite web|url=https://patents.google.com/patent/EP0014954B1/en|title=Braking distribution device for total adherence|year=1980|access-date=7 March 2015}}</ref>
*1982 – [[Renault Fuego]] was the first serial car with [[Remote_keyless_system | keyless entry.]]
*1988 CARMINAT, a real-time system for location and weather information. This program received European support from 1988, under the code Eureka EU-55 CARMINAT.<ref name="Carminat Renault system">{{cite web|url=http://trid.trb.org/view/1989/C/492535|title=Advanced driver information systems : the CARMINAT program|quote=The article describes the CARMINAT program's origins, its objectives and functions. It gives a progress report for the various modules made at the end of 1989| last = Sarignac | first = Alain |publisher=UC Berkeley Transportation Library|year=1989|access-date=7 March 2015|url-status=dead|archive-url=https://web.archive.org/web/20150402180825/http://trid.trb.org/view/1989/C/492535|archive-date=2 April 2015}}</ref> These innovations for the real-time location and human-machine interfaces are included in the Renault R-link system and Carminat [[TomTom]] devices.
*2000 – [[Renault Laguna]] was the second European car to feature "keyless" entry and ignition.{{cn|date=September 2024}}