As a tourism destination, France compels. Much of the car industry though, repels. Any vestige of desirability by French carmakers is becoming harder to find. But there is a brand that goes against the grain, and a little sportscar maker.
France has many cultural references displayed throughout its disparate collection of medieval cities, alpine villages and Mediterranean beaches. This colourful history in combination with French cuisine puts the country on the map as a compelling tourism destination; in many ways, France offers a bit of everything to satisfy the most open-minded curiosity.
Under the banner of cars though, it’s not misguided to say that the country’s present-day aptitude at the profession of car making has a chequered track record. The hits are few and far between, the misses fill a vast void, which resembles a type of pit of pitiful disappoint. One notable French carmaker has suffered such a sheer fall from grace that they have subsequently endured the ignominy of being acquired by a rival carmaker, with a different citizenship.
The carmaker in question, is Bugatti. Within splitting hairs of bankruptcy in 1995, the luxury marque’s factory and assets were sold before any suitor presented themselves. Then in 1998, Volkswagen Group put forward a bid, purchasing the Bugatti trademark. It’s estimated that VW paid just €50 million. On this evidence, it’s incontrovertible to subvert the objective truth that since this intervention, Bugatti’s successful reinvention is no coincidence. Volkswagen has rebuilt the brand, from scratch, in its image. It would therefore - from my perspective - be disingenuous to claim Bugatti from 1998 onwards, are French.
"Bugatti’s successful reinvention is no coincidence. Volkswagen has rebuilt the brand, from scratch, in its image. Without VW, Bugatti would be dead"
If you were to interpret this circumstance charitably, Bugatti could be considered to have dual citizenship between France and Germany, or a global brand. But to me, that’s not verifiable. Without VW, Bugatti would be dead. For these reasons, I see no controversy at all in omitting Bugatti from consideration in respect to the French car industry. The correct accreditation should go to the brains behind Bugatti: the Volkswagen Group - that's a part of the German car industry.
Alpine on the other hand, is very much a French carmaker, and in the reinvented icon of the A110, it’s a very good one at that. Powering this little pocket rocket is a 1.8 litre turbocharged direct injection engine; in the S version it’s been tuned to punch out 288bhp. A modest number for a sportscar on the spec list, but glance down at the unladen weight - just 1114kg - and everything makes more sense.
The A110S is a spritely, agile, nimble driver’s car - its mission statement is to be fun, exciting and enjoyable to drive quickly. It’s not meant to melt your mind with mind-blowingly mega numbers. But, for the record, the A110S is no slouch: with 0-62mph done in 4.4 seconds, and a top speed of 162mph, on public roads, in the real world, it’s faster than most. The rear mid-engined layout is one of the sweet spots for balanced dynamic driving, the intuitive feedback sparks the confidence to drive closer to the limit.
Its condensed proportions combined with its rejuvenated retro styling make the A110S look unique and understated. It flies a little bit under the radar compared to bigger-named rivals, yet it’s entirely plausible to consider the A110S as an alternative. It’s a likeable car, the Alpine A110S, it’s the only genuine sportscar the French car industry has to offer. It’s a hit, but is it a one hit wonder? And, would you buy one over the rated and revered rivals? That’s a tough call.
To those in the know, Renault bought Alpine in 1973, and have had a close association ever since. Given this partnership, it would come as no big surprise that the A110 was developed in collaboration between Renault and Alpine – it could be argued that the A110 is the unofficial sportscar arm of Renault.
Putting this digression to one side, the Renault range is condensed to a broad batch of largely likeable cars. The Clio has become an emblem representing all that’s good about the marque in one package.
The latest fifth generation Clio is bigger, with more space comes more practicality for people living their lives. Filling that space is an interior that’s unfussy to the eye and looks classy to the touch; the simple uncluttered design makes it an intuitive setting to sit, a soothing environment that’s easy to relax in. This sense is heightened by interior comforts that can be selected, like the Techno Pack for the R.S. Line version. This includes ambient lighting, hands-free parking and wireless charging for your smartphone. Renault recognizes that it’s the little things that make commuting easier, more convenient and fun.
"The A110S flies under the radar compared to bigger-named rivals, yet it’s entirely plausible to consider it as an alternative"
Renault is renowned for their hard, hot hatches, but as the new generation Clio is still so new, the hotly awaited Clio RS hasn’t been revealed yet. Therefore, the Clio RS-Line best represents the reference you can get at the moment; it has a 1.3 litre turbo engine that kicks out a modest 130bhp. The net effect is that the Clio will scamper to 62mph in 9 seconds, not eye-swivelling but quicker than a portion of cars. And, if ever there was a chance for the RS-Line Clio to stretch its legs, it will reach a 124mph top speed. So, your vision won’t be blurred into obscurity but, again, it’s quicker than a portion of cars.
With a funkadelic feel to the exterior that exudes a futuristic form, it’s no wonder that the most popular Renault is the Clio. Across Europe during 2019, 317,645 examples were sold - more than any rival supermini. Considering the alternative choices to motoring consumers, that’s no mean feat. It doesn’t necessarily mean it’s better or stronger, but it does firmly throw its hat into the ring for serious deliberation.
The rest of the Renault range is packed full of goodness. The Twingo is a nippy city car, which shares a few traits to the platform of a Porsche 911 – it’s rear-engined and rear drive. That’s where the similarities end though, as the diddy 0.9 litre unit that comes with the Iconic model makes just 89bhp. The Zoe is a zippy electric car with a similar remit, whilst the Twizy is a curiously unconventional mode to whisk yourself about frenetic urban areas.
Renault makes two crossovers: the smaller Captur is based on the platform that underpins the Clio 5; while performance isn’t its main forte, it does look sleek and elegant. The bigger Kadjar has less visual prowess, but has practicality in abundance. And with the Scenic family car, the purpose of shepherding seven people from place to place in relative comfort and convenience, is done in a convincing way.
When all things are considered, Renault tick much of the criteria stipulated. This consistent standard is a contributary factor towards maintenance of a stable market share. The French brand are part of a strategic partnership with Nissan, called the Renault Nissan Alliance. Jointly they sold more than 9.2 million cars globally in 2019; Renault cars constitute 3.88 million of that number.
The Renault brand - from my perspective - is the best mass market carmaker the French car industry has to offer. The likeable range keeps the marque competitive against the best cars in each class, although most aren’t the strongest or the best in each class. Despite Renault’s prominent position, this is as good as the French car industry gets.
"The Renault brand - from my perspective - is the best mass market carmaker the French car industry has to offer"
It’s been no small revelation that Peugeot, in the not too distant past, have been good at making bad cars. For a carmaker to set such a consistent precedent for mediocrity, the ability to lower the bar to another level never ceased to amaze me. This reality reached its lowest ebb in the forms of the Peugeot 307 CC and Peugeot 407 - they had the ability to turn a car enthusiast into a car loather. It appeared inconceivable that Peugeot would ever find a solution to their plight; the carmaker stuck in a rut with no ladder to climb themselves out with.
In the last few years though, Peugeot have managed to elevate themselves up from rock bottom, but not by much - the brand still suffers the consequences of their freefall, which afflicts their reputation. Peugeot’s teeny 108 is orientated around city commuting and cheap motoring. It’s functional, not frivolous. These basic credentials facilitate the generic function of driving, but not much else. It elicits little emotional resonance to build any sort of bond.
The new 208 on the other hand does a decent job of shirking the shame that comes with being seen driving a Peugeot. The exterior looks better, the interior is more hospitable and the first steps towards electrification has begun with the e-208. Able to be rapid charged to 80% in 30 minutes, Peugeot says it has a range of 217 miles. With 0-62mph taking 8.1 seconds in the GT variant, it’s then pegged back at a 93mph top speed. Peugeot could have done worse making their first electric car.
Peugeot’s 308 GTi symbolises - from my perspective - the nub of the problem with present-day Peugeots. It can hold its own as a competent and satisfactory hot hatch: the 308 GTi looks alright, the interior is sufficient and it drives reasonably well, so much so that it won’t make you scrunch up in your seat at the thought of chucking it through corners. It’s quick too, powered by a 1.6 litre turbocharged engine, the 308 GTi punches out 262bhp. As a result, it’ll dash to 62mph in 6 seconds and will smash out a 155mph top speed.
But, despite its credentials and capabilities, it will never be mentioned in the same sentence as stronger and better rivals. And it’s got something to do with the last part of the name, it lingers like the elephant in the room: GTi. It’s not like those three initials have ever been used on a hot hatch before, have they? Can’t think of what car it first featured on... Ahem, VW Golf GTI, ahem. This is not the first time Peugeot has been so devoid of ideas that they have mimicked a rival.
Because this is the rub, the point - from my perspective - Peugeot has allegedly derived ideas for the 308 GTi from a rival, instead of innovating their own. This imitation is an admission that the rival hot hatch is stronger and better by dint of its identical name. The car in question has inspired and influenced Peugeot into submission. Those in the know will be able to detect that the performance of the 308 GTi is almost identical to the Golf GTI too.
"GTi. It’s not like those three initials have ever been used on a hot hatch before, have they? Can’t think of what car it first featured on..."
It reminds me of comparisons drawn during 2020 Formula 1 preseason testing between the 2019 Mercedes W10 and the 2020 Racing Point RP20. Some labelled it the "Pink Mercedes" or the "Copy Point". If you look at the pictures of the two cars side by side, it’s hard to dispute or deny the obvious and blatant similarity in design. It’s the same with publications using content concepts, and adapting designs from websites. Side by side, it’s not hard to see where the idea templates originate from. By using the idea framework, the original creator is not accredited or appreciated.
It’s Citroen though that epitomises - from my perspective - the missing trait that has spread across the French car industry. It leaves only a handful of cars immune. The small Citroen C1 city car is an affordable choice to commute about in, but it’s nothing more than that. There are stronger and better alternatives available to accommodate and satisfy that need.
It’s the same story with the bigger C3. It does the job of a small hatch in Citroen’s fashion - and that’s the catch here. It’s in Citroen’s fashion, Citroen’s style and Citroen’s image. Whichever way Citroen try to market the C3, they can’t flog a dead horse. Present-day Citroens aren’t particularly innovative, there's no avant-garde here. They don’t really spark an inkling of interest or inspire you. It’s a sentiment that ripples across the Citroen range, and into DS brand. The less said about this pretentious marque the better, they almost aren’t even worth mentioning really.
This perception spills into the Peugeot range too. Both Citroen and Peugeot are deficient in a fundamental, quintessential essence that’s integral to sentient beings with sensory feelings: desirability and coolness. I don’t want a Citroen or Peugeot. Neither produce a benchmark car to shine a spotlight on. Both brands, really, just aren’t cool. Or desirable. At all. They are stuck in a cycle, out of sync compared to rival brands, and it taints their reputation. If you were going to spend money on a new car, why would purchase a Peugeot or Citroen over stronger and better alternatives?
With both brands under the same proprietor, it’s less of a surprise that Peugeot and Citroen display similarly degrading traits. The PSA Group portfolio also includes the Vauxhall Opel marques, yet despite these acquisitions, the combined output of cars sold still lags behind Renault; in 2019, the PSA Group shifted 3.78 million cars. This pronounced statistic - from my perspective - is telling of the off-putting connotations underlying the perception of Peugeot and Citroen. The discredit attached to both brands is too much to contemplate.
"I don’t want a Citroen or Peugeot. Both brands, really, just aren’t cool. Or desirable. At all"
Against the criteria outlined in my search for the strongest car industry in the world, the French car industry is fighting a losing battle on many fronts. In terms of mass market carmakers, there is breadth and depth on the spectrum to choose from. But beyond this main domain, there is little choice. The engineering quality is satisfactory, but it doesn’t usurp better and stronger rivals. The undesirability and lack of coolness tarnish’s the French car industry, leaving it with a stigmatized status. Driving a present-day Peugeot or Citroen just feels, embarrassing.
It’s why the French car industry is in fifth place on the countdown chart. Stick to the Alpine A110 and most of the Renault range - not all, but most. You're splitting hairs over the rest, because stronger rivals, are better. At least French carmakers are designed and developed in France. Ford America has to create a subsidary called Ford of Europe. Ironic, really.
French Car Industry: Fifth Place
Photos: Alpine, Renault, Peugeot, Citroen
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