Aston Martin DB1, 1948
Aston Martin DB1, 1948
Showing posts with label 1948. Show all posts
Showing posts with label 1948. Show all posts
Porsche 356, 1948
Friday, April 15, 2011Porsche 356, 1948
In spring 1947 Ferry Porsche first expressed his idea to build a sports car using Volkswagen components which, initially code-named the "VW-Sports", received the construction number 356. The vision of the Porsche Junior Director was to "build the kind of sports car I liked myself". Ferry Porsche's engineers, at any rate, were fascinated by the idea of building such a sports car, completing a road-going chassis in February 1948 destined to take up a roadster body made of aluminium. The flat-four power unit, together with the gearbox, suspension, springs and steering, all came from Volkswagen. Weighing just 585 kg or 1,290 lb, this 35-bhp mid-engined roadster had a top speed of 135 km/h or 84 mph. On 8 June 1948 this very first Porsche mid-engine sports car proudly bearing the chassis number 356-001 received official homologation from the authorities through an individual permit granted by the State Government of Carinthia.
Production of the first "regular" Porsche Type 356/2 coupés and cabriolets started in Gmünd in the second half of 1948 - and like Porsche 356 No 1, Type 356/2 also featured an aluminium body designed and constructed by Erwin Komenda, the Director of Body Development at Porsche. But unlike the No 1 mid-engine prototype, the horizontally-opposed power unit in Type 356/2 was fitted at the back in order to provide luggage space behind the front seats. When an investor in Zurich, Rupprecht von Senger, advanced money for a small production series and received a contract as the importer for Switzerland in return, Porsche once again had access to the VW parts and body panels the company needed so urgently.
The contract Ferry Porsche concluded with the Managing Director of Volkswagenwerk on 17 September 1948 on the supply of VW parts and the use of VW's distribution network clearly shows that Ferry Porsche was not only an outstanding engineer, but also a far-sighted businessman and entrepreneur: Ferry Porsche and Nordhoff agreed that VW was to pay a licence fee to Porsche for every Beetle built, since, after all, the car had been developed by Porsche before the war. The second important decision was the foundation of Porsche-Salzburg Ges.m.b.H. as a central office for the management of Volkswagen imports, sales and customer service in Austria. These agreements with Volkswagenwerk, already a major manufacturer at the time, gave Porsche the security the young company needed, particularly in financial terms. And it set the foundation for the ongoing development of Porsche KG as a manufacturer of sports cars.
Buick Super-Series 50, 1948
Saturday, December 25, 2010Buick Super-Series 50, 1948
Buick Super-Series 50, 1948
Chevrolet Depot Hack, 1948
Sunday, December 12, 2010Chevrolet Depot Hack, 1948
Chevrolet Depot Hack, 1948
Renault 4 CV, 1948
Sunday, December 5, 2010Renault 4 CV, 1948
The Renault 4CV was an automobile produced by the French manufacturer Renault from 1946 to 1961. An economical "people's car" inspired by the Volkswagen Beetle, it was the first French car to sell over a million.
The 4CV was originally conceived and designed covertly by Renault engineers during the German occupation of France during World War II, when the manufacturer was under strict orders to design and produce only commercial and military vehicles. A design team led by Fernand Picard, Charles-Edmond Serre and Jean-Auguste Riolfo envisioned a small, economical car (similar to the Volkswagen Beetle) suitable for the economically difficult years which would inevitably follow the war. The first prototype was completed in 1942 and two more prototypes were produced in the following three years, with the 4CV ultimately presented to the public and media at the 1946 Paris Motor Show.
On the 4CV's launch, it was nicknamed "La motte de beurre" (the lump of butter) due to the combination of its shape and the fact that many early models were painted with sand yellow-colored German army surplus paint intended for the Afrika Korps. The 4CV was powered by a 748 cc engine producing 17 hp, which was coupled to a three-speed manual transmission. Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most popular car in France. The car remained in production for more than a decade afterwards; it was intended to be replaced by the Renault Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961, only a year earlier than the more expensive Dauphine was discontinued. In event, it was replaced by the Renault 4 which used the same engine and name as the 4CV and sold for a similar price.
1,105,547 cars were produced; the 4CV became the first French car to sell over a million.
The 4CV was easily modified and was used extensively as a racing car, winning both the Le Mans 24 Hours and the Mille Miglia. The first collaboration between the Alpine company and Renault, a partnership which would go on to win the World Rally Championship with the legendary Alpine A-110 in later years, was the Alpine A-106 which was based on the 4CV.
The 4CV was originally conceived and designed covertly by Renault engineers during the German occupation of France during World War II, when the manufacturer was under strict orders to design and produce only commercial and military vehicles. A design team led by Fernand Picard, Charles-Edmond Serre and Jean-Auguste Riolfo envisioned a small, economical car (similar to the Volkswagen Beetle) suitable for the economically difficult years which would inevitably follow the war. The first prototype was completed in 1942 and two more prototypes were produced in the following three years, with the 4CV ultimately presented to the public and media at the 1946 Paris Motor Show.
On the 4CV's launch, it was nicknamed "La motte de beurre" (the lump of butter) due to the combination of its shape and the fact that many early models were painted with sand yellow-colored German army surplus paint intended for the Afrika Korps. The 4CV was powered by a 748 cc engine producing 17 hp, which was coupled to a three-speed manual transmission. Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most popular car in France. The car remained in production for more than a decade afterwards; it was intended to be replaced by the Renault Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961, only a year earlier than the more expensive Dauphine was discontinued. In event, it was replaced by the Renault 4 which used the same engine and name as the 4CV and sold for a similar price.
1,105,547 cars were produced; the 4CV became the first French car to sell over a million.
The 4CV was easily modified and was used extensively as a racing car, winning both the Le Mans 24 Hours and the Mille Miglia. The first collaboration between the Alpine company and Renault, a partnership which would go on to win the World Rally Championship with the legendary Alpine A-110 in later years, was the Alpine A-106 which was based on the 4CV.
Porsche 356, 1948
Thursday, December 2, 2010Porsche 356, 1948
In spring 1947 Ferry Porsche first expressed his idea to build a sports car using Volkswagen components which, initially code-named the "VW-Sports", received the construction number 356. The vision of the Porsche Junior Director was to "build the kind of sports car I liked myself". Ferry Porsche's engineers, at any rate, were fascinated by the idea of building such a sports car, completing a road-going chassis in February 1948 destined to take up a roadster body made of aluminium. The flat-four power unit, together with the gearbox, suspension, springs and steering, all came from Volkswagen. Weighing just 585 kg or 1,290 lb, this 35-bhp mid-engined roadster had a top speed of 135 km/h or 84 mph. On 8 June 1948 this very first Porsche mid-engine sports car proudly bearing the chassis number 356-001 received official homologation from the authorities through an individual permit granted by the State Government of Carinthia.
Production of the first "regular" Porsche Type 356/2 coupés and cabriolets started in Gmünd in the second half of 1948 - and like Porsche 356 No 1, Type 356/2 also featured an aluminium body designed and constructed by Erwin Komenda, the Director of Body Development at Porsche. But unlike the No 1 mid-engine prototype, the horizontally-opposed power unit in Type 356/2 was fitted at the back in order to provide luggage space behind the front seats. When an investor in Zurich, Rupprecht von Senger, advanced money for a small production series and received a contract as the importer for Switzerland in return, Porsche once again had access to the VW parts and body panels the company needed so urgently.
The contract Ferry Porsche concluded with the Managing Director of Volkswagenwerk on 17 September 1948 on the supply of VW parts and the use of VW's distribution network clearly shows that Ferry Porsche was not only an outstanding engineer, but also a far-sighted businessman and entrepreneur: Ferry Porsche and Nordhoff agreed that VW was to pay a licence fee to Porsche for every Beetle built, since, after all, the car had been developed by Porsche before the war. The second important decision was the foundation of Porsche-Salzburg Ges.m.b.H. as a central office for the management of Volkswagen imports, sales and customer service in Austria. These agreements with Volkswagenwerk, already a major manufacturer at the time, gave Porsche the security the young company needed, particularly in financial terms. And it set the foundation for the ongoing development of Porsche KG as a manufacturer of sports cars.
Production of the first "regular" Porsche Type 356/2 coupés and cabriolets started in Gmünd in the second half of 1948 - and like Porsche 356 No 1, Type 356/2 also featured an aluminium body designed and constructed by Erwin Komenda, the Director of Body Development at Porsche. But unlike the No 1 mid-engine prototype, the horizontally-opposed power unit in Type 356/2 was fitted at the back in order to provide luggage space behind the front seats. When an investor in Zurich, Rupprecht von Senger, advanced money for a small production series and received a contract as the importer for Switzerland in return, Porsche once again had access to the VW parts and body panels the company needed so urgently.
The contract Ferry Porsche concluded with the Managing Director of Volkswagenwerk on 17 September 1948 on the supply of VW parts and the use of VW's distribution network clearly shows that Ferry Porsche was not only an outstanding engineer, but also a far-sighted businessman and entrepreneur: Ferry Porsche and Nordhoff agreed that VW was to pay a licence fee to Porsche for every Beetle built, since, after all, the car had been developed by Porsche before the war. The second important decision was the foundation of Porsche-Salzburg Ges.m.b.H. as a central office for the management of Volkswagen imports, sales and customer service in Austria. These agreements with Volkswagenwerk, already a major manufacturer at the time, gave Porsche the security the young company needed, particularly in financial terms. And it set the foundation for the ongoing development of Porsche KG as a manufacturer of sports cars.
Cadillac Coach 2 Door, 1948
Friday, November 26, 2010Cadillac Coach 2 Door, 1948
Cadillac Coach 2 Door, 1948
Jaguar XK120, 1948
Saturday, November 6, 2010Jaguar XK120, 1948
<Click thumbnail to enlarge>
The Jaguar XK120 was a sports car manufactured by Jaguar between 1948 and 1954. It was the first post-war sports car from the marque, succeeding the SS 100 which ended production in 1940 after the start of World War II in Britain.
The Jaguar XK120 was launched at the 1948 London Motor Show as a test bed and show vehicle to highlight the new Jaguar XK engine. The car caused a sensation, which persuaded William Lyons to put it into production as a standard model.
The first cars manufactured in 1948 and 1949 had hand built aluminium bodies on an ash frame. Jaguar built 240 of these alloy bodied cars prior to moving to a more mass production Jaguar XK120 in order to meet the demand for this popular model. With the 1950 model year a production version had a steel pressed body with alloy doors, bonnet, and trunk skin. Other features included torsion bar front suspension, and a removable windscreen.
Power came from a dual overhead cam 3.4 L straight-6 engine, Jaguar's famous XK engine. With an alloy cylinder head and twin side draft SU carburators, the XK engine was very advanced for a mass produced unit, developing 160 bhp with the standard 8:1 compression ratio. A 7:1 low compression version of the engine was also available to cope with low quality fuel. The same basic design of the XK engine was used in 3.8L and 4.2L versions into the late 1980s.
The Jaguar XK120 name referred to the vehicle's impressive 120 mph (193 km/h) top speed - even faster with the windscreen removed - and at the time of its launch it was the world's fastest standard production car. It was available as a coupé (FHC or Fixed Head Coupe, introduced in 1951), convertible (DHC or Drop Head Coupe, 1953), or the original roadster (OTS or Open Two Seater). An Jaguar XK120 FHC can claim the first import win in NASCAR when it won NASCAR's first road race at Linden Airport, New Jersey, June 13th, 1954 with Al Keller at the wheel. Earlier in the year, on 31 January / 1 February, an Jaguar XK120
Race.
The Roadster had a very light weight canvas top and removable side curtains screwed to the doors, which had no external handle - to open them you reached through the screen to pull a cord on the inside. It also had a removeable windscreen, which could be removed so that "aeroscreens" could be fitted. The DHC or Drop Head Coupe had a padded top and roll up windows. Both the FHC and DHC had an elegant wood veneer dash, whereas the roadster's was leather. All models were manufactured with spats to cover the back wheel arch which enhanced the streamlined look, but when optional (from 1951) wire wheels were fitted, the spats had to be removed to make room for the hub spinners. There was also an M version (called SE for Special Equipment in England) which included increased power, stiffer suspension, dual exhaust, and wire wheels.
The Jaguar XK120 was launched at the 1948 London Motor Show as a test bed and show vehicle to highlight the new Jaguar XK engine. The car caused a sensation, which persuaded William Lyons to put it into production as a standard model.
The first cars manufactured in 1948 and 1949 had hand built aluminium bodies on an ash frame. Jaguar built 240 of these alloy bodied cars prior to moving to a more mass production Jaguar XK120 in order to meet the demand for this popular model. With the 1950 model year a production version had a steel pressed body with alloy doors, bonnet, and trunk skin. Other features included torsion bar front suspension, and a removable windscreen.
Power came from a dual overhead cam 3.4 L straight-6 engine, Jaguar's famous XK engine. With an alloy cylinder head and twin side draft SU carburators, the XK engine was very advanced for a mass produced unit, developing 160 bhp with the standard 8:1 compression ratio. A 7:1 low compression version of the engine was also available to cope with low quality fuel. The same basic design of the XK engine was used in 3.8L and 4.2L versions into the late 1980s.
The Jaguar XK120 name referred to the vehicle's impressive 120 mph (193 km/h) top speed - even faster with the windscreen removed - and at the time of its launch it was the world's fastest standard production car. It was available as a coupé (FHC or Fixed Head Coupe, introduced in 1951), convertible (DHC or Drop Head Coupe, 1953), or the original roadster (OTS or Open Two Seater). An Jaguar XK120 FHC can claim the first import win in NASCAR when it won NASCAR's first road race at Linden Airport, New Jersey, June 13th, 1954 with Al Keller at the wheel. Earlier in the year, on 31 January / 1 February, an Jaguar XK120
Race.
The Roadster had a very light weight canvas top and removable side curtains screwed to the doors, which had no external handle - to open them you reached through the screen to pull a cord on the inside. It also had a removeable windscreen, which could be removed so that "aeroscreens" could be fitted. The DHC or Drop Head Coupe had a padded top and roll up windows. Both the FHC and DHC had an elegant wood veneer dash, whereas the roadster's was leather. All models were manufactured with spats to cover the back wheel arch which enhanced the streamlined look, but when optional (from 1951) wire wheels were fitted, the spats had to be removed to make room for the hub spinners. There was also an M version (called SE for Special Equipment in England) which included increased power, stiffer suspension, dual exhaust, and wire wheels.
Buick Super-Series 50, 1948
Sunday, October 10, 2010Buick Super-Series 50, 1948
Buick Super-Series 50, 1948
1948 Buick Sedan. 4 door Buick sedan, standard shift.
Porsche 356, 1948
Wednesday, September 1, 2010Porsche 356, 1948
Looking back today, the business risk involved in an enterprise of this kind was almost mind-boggling: The whole of Europe was struggling after a terrible war and demand in the market was primarily for practical and inexpensive cars. And precisely in this situation Ferry Porsche decided to fulfil his dream of building his own sports car - only to find that other aficionados of the automobile shared precisely the same dream.
In spring 1947 Ferry Porsche first expressed his idea to build a sports car using Volkswagen components which, initially code-named the "VW-Sports". Ferry Porsche's engineers, at any rate, were fascinated by the idea of building such a sports car, completing a road-going chassis in February 1948 destined to take up a roadster body made of aluminium. The flat-four power unit, together with the gearbox, suspension, springs and steering, all came from Volkswagen. Weighing just 585 kg or 1,290 lb, this 35-bhp mid-engined roadster had a top speed of 135 km/h or 84 mph. On 8 June 1948 this very first Porsche mid-engine sports car proudly bearing the chassis number 356-001 received official homologation from the authorities through an individual permit granted by the State Government of Carinthia.
Production of the first "regular" Porsche Type 356/2 coupés and cabriolets started in Gmünd in the second half of 1948 - and like Porsche 356 No 1, Type 356/2 also featured an aluminium body designed and constructed by Erwin Komenda, the Director of Body Development at Porsche. But unlike the No 1 mid-engine prototype, the horizontally-opposed power unit in Type 356/2 was fitted at the back in order to provide luggage space behind the front seats. When an investor in Zurich, Rupprecht von Senger, advanced money for a small production series and received a contract as the importer for Switzerland in return, Porsche once again had access to the VW parts and body panels the company needed so urgently.
The contract Ferry Porsche concluded with the Managing Director of Volkswagenwerk on 17 September 1948 on the supply of VW parts and the use of VW's distribution network clearly shows that Ferry Porsche was not only an outstanding engineer, but also a far-sighted businessman and entrepreneur: Ferry Porsche and Nordhoff agreed that VW was to pay a licence fee to Porsche for every Beetle built, since, after all, the car had been developed by Porsche before the war. The second important decision was the foundation of Porsche-Salzburg Ges.m.b.H. as a central office for the management of Volkswagen imports, sales and customer service in Austria. These agreements with Volkswagenwerk, already a major manufacturer at the time, gave Porsche the security the young company needed, particularly in financial terms. And it set the foundation for the ongoing development of Porsche KG as a manufacturer of sports cars.
In spring 1947 Ferry Porsche first expressed his idea to build a sports car using Volkswagen components which, initially code-named the "VW-Sports". Ferry Porsche's engineers, at any rate, were fascinated by the idea of building such a sports car, completing a road-going chassis in February 1948 destined to take up a roadster body made of aluminium. The flat-four power unit, together with the gearbox, suspension, springs and steering, all came from Volkswagen. Weighing just 585 kg or 1,290 lb, this 35-bhp mid-engined roadster had a top speed of 135 km/h or 84 mph. On 8 June 1948 this very first Porsche mid-engine sports car proudly bearing the chassis number 356-001 received official homologation from the authorities through an individual permit granted by the State Government of Carinthia.
Production of the first "regular" Porsche Type 356/2 coupés and cabriolets started in Gmünd in the second half of 1948 - and like Porsche 356 No 1, Type 356/2 also featured an aluminium body designed and constructed by Erwin Komenda, the Director of Body Development at Porsche. But unlike the No 1 mid-engine prototype, the horizontally-opposed power unit in Type 356/2 was fitted at the back in order to provide luggage space behind the front seats. When an investor in Zurich, Rupprecht von Senger, advanced money for a small production series and received a contract as the importer for Switzerland in return, Porsche once again had access to the VW parts and body panels the company needed so urgently.
The contract Ferry Porsche concluded with the Managing Director of Volkswagenwerk on 17 September 1948 on the supply of VW parts and the use of VW's distribution network clearly shows that Ferry Porsche was not only an outstanding engineer, but also a far-sighted businessman and entrepreneur: Ferry Porsche and Nordhoff agreed that VW was to pay a licence fee to Porsche for every Beetle built, since, after all, the car had been developed by Porsche before the war. The second important decision was the foundation of Porsche-Salzburg Ges.m.b.H. as a central office for the management of Volkswagen imports, sales and customer service in Austria. These agreements with Volkswagenwerk, already a major manufacturer at the time, gave Porsche the security the young company needed, particularly in financial terms. And it set the foundation for the ongoing development of Porsche KG as a manufacturer of sports cars.
Porsche 356 No 1, 1948
Porsche 356 No 1, 1948
Looking back today, the business risk involved in an enterprise of this kind was almost mind-boggling: The whole of Europe was struggling after a terrible war and demand in the market was primarily for practical and inexpensive cars. And precisely in this situation Ferry Porsche decided to fulfil his dream of building his own sports car - only to find that other aficionados of the automobile shared precisely the same dream.
In spring 1947 Ferry Porsche first expressed his idea to build a sports car using Volkswagen components which, initially code-named the "VW-Sports", received the construction number 356. The vision of the Porsche Junior Director was to build the kind of sports car . Ferry Porsche's engineers, at any rate, were fascinated by the idea of building such a sports car, completing a road-going chassis in February 1948 destined to take up a roadster body made of aluminium.
The flat-four power unit, together with the gearbox, suspension, springs and steering, all came from Volkswagen. Weighing just 585 kg or 1,290 lb, this 35-bhp mid-engined roadster had a top speed of 135 km/h or 84 mph. On 8 June 1948 this very first Porsche mid-engine sports car proudly bearing the chassis number 356-001 received official homologation from the authorities through an individual permit granted by the State Government of Carinthia.
Production of the first "regular" Porsche Type 356/2 coupés and cabriolets started in Gmünd in the second half of 1948 - and like Porsche 356 No 1, Type 356/2 also featured an aluminium body designed and constructed by Erwin Komenda, the Director of Body Development at Porsche. But unlike the No 1 mid-engine prototype, the horizontally-opposed power unit in Type 356/2 was fitted at the back in order to provide luggage space behind the front seats. When an investor in Zurich, Rupprecht von Senger, advanced money for a small production series and received a contract as the importer for Switzerland in return, Porsche once again had access to the VW parts and body panels the company needed so urgently.
The contract Ferry Porsche concluded with the Managing Director of Volkswagenwerk on 17 September 1948 on the supply of VW parts and the use of VW's distribution network clearly shows that Ferry Porsche was not only an outstanding engineer, but also a far-sighted businessman and entrepreneur: Ferry Porsche and Nordhoff agreed that VW was to pay a licence fee to Porsche for every Beetle built, since, after all, the car had been developed by Porsche before the war. The second important decision was the foundation of Porsche-Salzburg Ges.m.b.H. as a central office for the management of Volkswagen imports, sales and customer service in Austria. These agreements with Volkswagenwerk, already a major manufacturer at the time, gave Porsche the security the young company needed, particularly in financial terms. And it set the foundation for the ongoing development of Porsche KG as a manufacturer of sports cars.
In spring 1947 Ferry Porsche first expressed his idea to build a sports car using Volkswagen components which, initially code-named the "VW-Sports", received the construction number 356. The vision of the Porsche Junior Director was to build the kind of sports car . Ferry Porsche's engineers, at any rate, were fascinated by the idea of building such a sports car, completing a road-going chassis in February 1948 destined to take up a roadster body made of aluminium.
The flat-four power unit, together with the gearbox, suspension, springs and steering, all came from Volkswagen. Weighing just 585 kg or 1,290 lb, this 35-bhp mid-engined roadster had a top speed of 135 km/h or 84 mph. On 8 June 1948 this very first Porsche mid-engine sports car proudly bearing the chassis number 356-001 received official homologation from the authorities through an individual permit granted by the State Government of Carinthia.
Production of the first "regular" Porsche Type 356/2 coupés and cabriolets started in Gmünd in the second half of 1948 - and like Porsche 356 No 1, Type 356/2 also featured an aluminium body designed and constructed by Erwin Komenda, the Director of Body Development at Porsche. But unlike the No 1 mid-engine prototype, the horizontally-opposed power unit in Type 356/2 was fitted at the back in order to provide luggage space behind the front seats. When an investor in Zurich, Rupprecht von Senger, advanced money for a small production series and received a contract as the importer for Switzerland in return, Porsche once again had access to the VW parts and body panels the company needed so urgently.
The contract Ferry Porsche concluded with the Managing Director of Volkswagenwerk on 17 September 1948 on the supply of VW parts and the use of VW's distribution network clearly shows that Ferry Porsche was not only an outstanding engineer, but also a far-sighted businessman and entrepreneur: Ferry Porsche and Nordhoff agreed that VW was to pay a licence fee to Porsche for every Beetle built, since, after all, the car had been developed by Porsche before the war. The second important decision was the foundation of Porsche-Salzburg Ges.m.b.H. as a central office for the management of Volkswagen imports, sales and customer service in Austria. These agreements with Volkswagenwerk, already a major manufacturer at the time, gave Porsche the security the young company needed, particularly in financial terms. And it set the foundation for the ongoing development of Porsche KG as a manufacturer of sports cars.
Chevrolet 4x4 Pickup, 1948
Wednesday, August 4, 2010Chevrolet 4x4 Pickup, 1948
Chevrolet 4x4 Pickup, 1948
Truck was built to race in mud, converted to four wheel drive, 502 aluminum headed motor JW turbo 400 trans with brake and mid plate, 9inch frod rear with full spoil attached to trailing arm suspinsion, disc brakes, Dyna max exhaust, Dana 44 front with rack & pintion steering, roll cage real nice
Renault 4 CV
Tuesday, March 16, 2010Renault 4 CV, 1948
The Renault 4CV was an automobile produced by the French manufacturer Renault from 1946 to 1961. An economical "people's car" inspired by the Volkswagen Beetle, it was the first French car to sell over a million.
The 4CV was originally conceived and designed covertly by Renault engineers during the German occupation of France during World War II, when the manufacturer was under strict orders to design and produce only commercial and military vehicles. A design team led by Fernand Picard, Charles-Edmond Serre and Jean-Auguste Riolfo envisioned a small, economical car (similar to the Volkswagen Beetle) suitable for the economically difficult years which would inevitably follow the war. The first prototype was completed in 1942 and two more prototypes were produced in the following three years, with the 4CV ultimately presented to the public and media at the 1946 Paris Motor Show.
On the 4CV's launch, it was nicknamed "La motte de beurre" (the lump of butter) due to the combination of its shape and the fact that many early models were painted with sand yellow-colored German army surplus paint intended for the Afrika Korps. The 4CV was powered by a 748 cc engine producing 17 hp, which was coupled to a three-speed manual transmission. Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most popular car in France. The car remained in production for more than a decade afterwards; it was intended to be replaced by the Renault Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961, only a year earlier than the more expensive Dauphine was discontinued. In event, it was replaced by the Renault 4 which used the same engine and name as the 4CV and sold for a similar price.
1,105,547 cars were produced; the 4CV became the first French car to sell over a million.
The 4CV was easily modified and was used extensively as a racing car, winning both the Le Mans 24 Hours and the Mille Miglia. The first collaboration between the Alpine company and Renault, a partnership which would go on to win the World Rally Championship with the legendary Alpine A-110 in later years, was the Alpine A-106 which was based on the 4CV.
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