1947, the company returned to the Paris Motor Show with two examples of the new "Rosengart Supertrahuit". The letters "tra" referred to the fact that the car again featured front wheel drive (traction avant) and "huit" was a reference to its eight (huit) cylinder engine. One of the cars on the exhibition stand was a substantial two-door, four-seater coupé and the other was a cabriolet version of what was in other respects the same design. The wheel base and the wheel base could easily have accommodated a four-door sedan, but it seems that none was contemplated. The manufacturer hoped, with this car, to be added to the three auto-makers already incorporated in the all important Pons Plan not as an automaker selling into the impoverished domestic market, but as a specialty car manufacturer focused on export sales, joining Delahaye-Delage, Hotchkiss, and Talbot in this category. Although recognised for its elegance, the car was not helped in this politically sensitive period by the manufacturer's decision to fit an American 3,917 cc engine supplied by Ford's Mercury division. There is no record of the manufacturer having persuaded the government to incorporate Rosengart into some revised Pons Plan, and it is not clear how many of the Rosengart Supertrahuit models were actually produced for sale. The Ariette The last Rosengart car, the Ariette, was introduced at the Paris Motor Show towards the end of 1951. The small car featured a two-door four seater modern body styled by Philippe Charbonneaux which received a favourable reception on the show stand, but the body failed to distract attention from the car's “anaemic” performance. The 747 cc engine had offered adequate power when first used by the Austin 7 in 1922, and the claimed for it in the 1951 Rosengart was a higher output than had been achieved when the company had first used the unit in 1927. A four-speed gear box with synchromesh on the top two ratios and the car's relatively light weight at would have made the best of the available power, but the engine in the modern looking car was old and outclassed: the available power was inadequate when set against the asking price which, by 1952, was 668,500 francs. The price may have been justified by the level of the fixed costs to be amortised from the company's large plant in Neuilly, but for a customer able to buy a standard Renault