Editing Renault (section)

===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"/>