![]() Due to outdated technology and weak engines, Renault has not prepared a successor. ![]() However, this was not enough to preserve this model and the end came, in early 1968, after 117,113 copies were produced. Low power and a design that is slowly going out of style are highlighted as the main reasons, and Renault responded with better equipment and a wider range of colors and materials. ![]() However, after initial popularity, in the mid-1960s, interest in Caravelle slowly began to decline. At the same time, the Caravelle name became common to all models, regardless of where they were sold, while the original Florida designation was withdrawn. Those stronger versions also had disc brakes, instead of the drum brakes inherited from the Renault Dauphine. A year later, the 55S version (1100hp) and a slightly higher top speed appeared. The year 1962 saw the only serious mechanical changes in the life of this model, when the 845ccm deminutive unit was replaced by a larger one, with a liter of 1.1hp and slightly better performance. If we add to this all the advertising campaign with Brigitte Bardot, then Renault's success is even more clear. The excellent offer of space (engine back - trunk forward), comfortable ride, modern design and reasonable price were strong enough reasons for most buyers on both sides of the ocean. Still, Florida / Caravelle's qualities were plentiful. In that first batch, the acceleration from 0 to 100 km / h was 17 seconds and the top speed was 137 km / h, which in no way fit into the profile of a sports convertible. Simply, with 845cc and 35hp (later, in Gordini's trim of 40hp) and the Dauphine platform, Florida / Caravelle could by no means compete with the competition. which immediately threw him out of the sports car class. However, right after the sale began, the specialized press also revealed the car's biggest flaw, low power and poor performance. In the European market, this car was sold under the name Renault Florida, while for customers in America, it was commercialized under the name Caravelle. The first specimens began to arrive in mid-1959 at a price slightly higher than the standard Renault Dauphine, which was still acceptable. Renault was pleased with the audience response, and the new model fit perfectly with the factory plan. Initial enthusiasm for modern lines, space for four people and an optional hardtop resulted in as many as 13,000 orders before production began, with no one yet knowing how the car behaved on the road. When it was finally over, the public had the opportunity to see a new car at the end of 1958, at the Paris Motor Show. However, shortly after the start of production, Pietro Frua, another big name of Italian design, will take the stage, whose plants will produce the bodywork to the end and will often and deservedly be mentioned as a Florida / Caravelle designer. If you are wondering how then Renault Florida / Caravelle does not have a single American detail on it, the answer is because Exner Junior was then employed in Italy and fascinated by Latin lines. Namely, while all connoisseurs claim Florida / Caravelle's design is Italian, the truth is completely different because the man, signed under the aesthetic designs of these cars is actually an American, Virgil Exner Junior, the son of the designer of the same name Chysler and Lincoln, very famous in the middle of the last century. ![]() However, there is little controversy with this element of development. Renault, as one of the strongest French factories, noticed a gap in the market and decided to present a car that will have a likable body (2 + 2 configurations) as well as a more powerful engine.Īfter negotiations, the Italian house Ghia (designer Karmann Ghie) was selected for the design studio, whose works were the best and most liked by Miss Dryfus. The image was slightly improved by the appearance of Facel Vega, but they were too expensive models that were intended only for a small number of customers, while the sports model "for the masses" was not at all if we do not count Simca Aronda Oceana which was made in small numbers. However, despite the strong offer within everyday vehicles, the French were very weak in the field of sports models, coupes and convertibles. Although some famous names were lost in the process and the appetites of French producers were reduced, the future was bright, and domestic companies were conquering new markets and classes every day. The French, as Britain's biggest rivals, soon presented their vision of a small sports convertible, but in a slightly different way… The post-war French car industry very quickly found itself on the path to complete recovery and return to pre-war positions. Although England is home to roadster cars, other national auto industries have had their representatives in this class.
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