without accessories): 8,967 units (1965–1967).A total of 74,627 units was produced in Brazil. Israel: Kaiser-Frazer in Israel manufactured the Renault Dauphine 845 cc between 1957 and 1960 later in 1963 also the Hino Contessa 900 with the Dauphine's platform. Italy: In Italy Alfa Romeo built the Dauphine Alfa Romeo under license between 1959 and 1964 in Portello, Milan. Differences with the French model are: electricity (Magneti-Marelli) 12 Volts, special lights, and the logo "Dauphine Alfa Romeo" or "Ondine Alfa Romeo". New Zealand: Dauphines were assembled under contract to W R Smallbone Ltd by Todd Motors' Petone plant from 1961 to 1967, according to Mark Webster's book Assembly. This lists 1964 output at 199 units, 384 in 1965, 354 in 1966 and 233 in 1967. Renault assembly shifted in 1967 to Campbell Industries in Thames and Campbell Motors took over the franchise in 1968. Campbell's also assembled the Hino Contessa from 1966 to 1968. When Renault assembly began in Australia in the late 1960s, Campbell's supplied jigs. Japan: In Japan, the Hino Contessa 900 used the Dauphine's platform under license. Spain: In Spain, Renault's subsidiary F.A.S.A built Dauphine FASA between 1958-1967 (125,912 units). United States: The Dauphine was the base vehicle for the electric Henney Kilowatt. Among the aftermarket options for the Dauphine was a supercharger from United States company Judson Research & Mfg. Co.; this sold in 1958 for US$165, and was designed to be installed in about two hours without any chassis or body modifications. Succession By the early 1960s, Renault sought to avoid the single-model-culture that had nearly destroyed Volkswagen, accelerating the development of the Dauphine's successor, the R8, which supplemented the Dauphine in 1962. Renault celebrated the end of Dauphine production with a limited edition of 1000 models. The last of the base-model Dauphines was produced in December 1966 and the last Gordini models were sold in December 1967. By this time the Dauphine had been excluded from the manufacturer's production lines and Dauphine assembly during the model's final years was subcontracted, along with that of the Caravelle, to Brissonneau and Lotz at Creil. Reception In 1956, according to a retrospective in The Independent, when the Dauphine debuted "it proved an almost instant success across the globe: the new coachwork was deemed highly elegant, the price was low, and the Dauphine's overall size was still suitable for congested Parisian streets." In 1957 the US motoring weekly The