Behold Descenderie de La Mécanique a name resonating with France’s industrial past. What secrets does this bridge hold? It stands as a testament to France’s rich mechanical history.
La Française de Mécanique holds a prominent place in that story. It started with an idea to modernize French automotive manufacturing. Pierre-Louis Dreyfus of Régie Renault saw that his brand needed to expand. He needed it especially in terms of financial resources to meet the challenges of the Common Market.
Peugeot and Citroën had a similar observation and announced their association. Dreyfus approached the Sochaux firm. They had collaborated before. Peugeot bought transfer machines from Renault. Renault bought tools for the 4L from Peugeot.
A new agreement was signed on April 22 1966. Peugeot and Renault would jointly acquire raw materials and parts. They would also establish cross-manufacturing. One would produce for the other and vice versa. The brake discs for the Peugeot J7 would be made by Renault. There were even plans to assemble Renaults in the Peugeot factory in Mulhouse.
The association worked well. There were facilities for shared use. Peugeot developed its high-speed test track at Belchamp, which Renault could use. Renault had one at Lardy open to Peugeot. The two also had a very cold testing center in Sweden. Dreyfus envisioned a joint subsidiary with Sochaux to manufacture engines. Peugeot accepted and Française de Mécanique was born in 1969.
The Française de Mécanique factory was built in Douvrin near Béthune. It cost a billion francs. Loans were taken out and state aid granted. The factory began to emerge. In 1971, it produced its first engines. These were the X engines studied by Peugeot for its little 104. Renault used it in the R14 launched in 1976. The second block V-shaped and designed by Peugeot launched in 1974. It was used on the 504 coupe/cabriolet. The third new engine appeared in 1977 on the Renault 20 TS.
La Française de Mécanique became efficient. Its engines were of good quality. It allowed manufacturers great economies of scale.
In 1974, the V6 PRV appeared the second engine manufactured at Française de Mécanique. Volvo helped in its profitability. All these blocks evolved.
The next one was launched in 1986 the TU only used by PSA. Ten years later, two new engines appeared. The D block was reserved for Renault. The replacement for the PRV. This V6 called ES at Peugeot and L at Renault. It was the last engine used jointly by the two manufacturers.
In 1977, the Renault 20 TS welcomed the third engine manufactured by La Française de Mécanique the Douvrin. From 1974, they did not get along so well. A major event strained relations between the two French manufacturers. Peugeot took over Citroën. Renault viewed this negatively.
In 1986, the Citroën AX introduced the TU engine. It was the 4th manufactured in Douvrin and the first not used by Renault. This freedom allowed the lion to associate in 1998 with Ford for new engines. From this union emerged in 2003 the DV a diesel. Another union took place between Peugeot and BMW.
The last new block manufactured in Douvrin appeared in 2013. It was the EB Turbo the supercharged Puretech. The factory passed the milestone of the 50 millionth engine produced in 2021.
In 2013, Renault withdrew from Française de Mécanique. It sold its 50% to PSA.
With the decline of thermal power decided at the European level, the only solution for survival at the Douvrin site was to switch to electric. It became a gigafactory. Descenderie de La Mécanique stands as a silent witness to this transition. It is an enduring symbol of innovation and adaptation in the face of change.