With Norway’s decision on its future frigate fleet fast approaching, French shipbuilder Naval Group is betting big on its FDI frigate – and its ability to deliver fast, proven capability – to win what could become one of Europe’s most closely watched naval contracts.
The Royal Norwegian Navy is facing a major recapitalization effort after the early retirement of its Fridtjof Nansen-class frigates left significant gaps in its maritime defense capabilities. The upcoming down-select in Norway’s frigate program is therefore far more than a routine acquisition decision — it is shaping up to be a test case for European naval industry competitiveness.
At the heart of this contest is a four-way fight between Naval Group’s FDI (Frégate de Défense et d’Intervention), the UK’s Type 26 from BAE Systems, Germany’s F127 proposal (driven by Damen and Blohm+Voss), and the US Navy’s Constellation-class by Fincantieri Marinette Marine.
But Naval Group believes it has something its rivals don’t: a ship that’s already at sea.
During a recent demonstration off the coast of Brittany, Naval Group took Norwegian officials, defense media, and stakeholders aboard the Amiral Ronarc’h – the lead ship of the FDI-class currently undergoing sea trials before delivery to the French Navy this summer.
That moment was no accident. Naval Group wants Norway to see, up close, a warship that isn’t a model, a blueprint, or a digital render — but real, functional hardware, operating at sea with working systems.
“It’s a very concrete proof point,” one Naval Group official told attendees during the trials. “We are showing Norway what they could have – and soon.”
The French advantage here is simple: delivery speed. Norway has emphasized in its requirements that its new frigates must arrive quickly, given the deteriorating security situation in Europe and the maritime threat in the High North. Naval Group’s pitch rests heavily on its current production capacity and build rate.
At their Lorient yard, Naval Group is currently delivering one FDI every six months. For Norway, the company says it can guarantee first delivery in 2029, with the entire fleet of five or six frigates handed over by the end of 2035.
That is faster than what many believe is possible from the UK, German, or US bids — especially given the industrial and supply chain pressures facing those programs.
Beyond speed, Naval Group’s offer aims to balance commonality with French vessels and specific Norwegian demands.
Most notably, the French bid replaces its usual MM40 Exocet anti-ship missiles with Norway’s own Naval Strike Missile (NSM) — a weapon developed by Kongsberg and already in widespread service within NATO. Critically, Naval Group says the NSM can be integrated into the FDI’s combat management system without major redesign, and the missiles can be installed in the same deck positions used by Exocet.
This detail isn’t minor. It speaks to Norway’s desire for operational sovereignty and logistical efficiency while leveraging a proven hull and system architecture.
On the aviation side, the FDI can operate any 11-ton ASW helicopter. The MH-60R Seahawk — viewed as the frontrunner for Norway’s next anti-submarine helicopter — is already integrated into the FDI’s operational concept. The ship’s hangar is sized for 11-ton class aircraft, but its flight deck can handle landings by larger 15-ton machines like Norway’s AW101 SAR Queen, albeit not for permanent basing.
This provides flexibility for joint operations, search-and-rescue missions, or emergency landings without design changes.
Of course, defense deals are never just about platforms. Industrial participation and long-term economic benefits often tip the balance.
Naval Group has partnered in Norway with Geelmuyden Kiese for communications, but has also signaled willingness for significant Norwegian industry involvement. This would likely include cooperation with Kongsberg, as well as potential workshare agreements for shipbuilding, maintenance, and systems integration.
Interestingly, Naval Group is also looking beyond Norway. According to Geelmuyden Kiese, there are signs of interest in the FDI from other Nordic countries. While no specifics have been confirmed, Sweden is seen as a likely candidate.
Sweden’s planned Luleå-class surface combatants remain early in their design phase, but their broad requirements — a capable air-defense frigate with ASW capability and a medium helicopter deck — match what the FDI offers.
Naval Group declined to comment officially, and the Swedish defence procurement agency (FMV) has not responded to queries as of early April. But regional naval experts say it would not be surprising if Stockholm was watching Norway’s decision closely.
Despite Naval Group’s confidence, the Norwegian frigate race is far from over.
BAE’s Type 26 has the advantage of cutting-edge quieting for ASW operations and a flexible mission bay concept. It also has strong NATO interoperability credentials, with versions being built for the UK, Australia, and Canada.
Germany’s F127 proposal, while less visible publicly, benefits from industrial proximity and a longstanding defense relationship with Norway, especially in the submarine domain.
The US Constellation-class is backed by political weight from Washington and promises high-end capability derived from the FREMM design, though questions remain over its delivery timeline and European suitability.
In this field, Naval Group’s argument is clear: the FDI exists now. It sails. Its systems work. And for a country like Norway facing maritime pressure in the North Atlantic and Barents Sea, that matters.
Russia’s war in Ukraine has profoundly changed Norway’s strategic calculations. The loss of half of its Nansen-class fleet due to the Helge Ingstad collision and subsequent decommissioning left gaps in patrol, escort, and anti-submarine warfare capabilities.
Given Norway’s geography — with a coastline stretching deep into the Arctic and responsibility for vast maritime zones — restoring surface combat power is critical.
This explains why delivery timelines are not a “nice-to-have,” but a core part of Norway’s procurement criteria.
Naval Group’s ability to show Amiral Ronarc’h already operating at sea is more than symbolic. It’s a demonstration that their design is real-world ready, not theoretical.
Norway’s down-select decision is expected in the coming months. After that, a detailed negotiation phase will follow with the finalists, leading to a final contract award likely in 2025.
For Naval Group, winning Norway would be a major strategic prize. It would mark their second European export customer for the FDI, after Greece ordered three ships (with an option for a fourth).
It would also further entrench the FDI as one of Europe’s mainstay frigate designs in an increasingly competitive and fragmented naval market.
But even if Norway selects another platform, Naval Group’s presence in the Nordic naval conversation is growing. Sweden’s Luleå-class is looming. Finland is modernizing. Denmark has future plans.
What’s clear is that the race for Norway’s new frigates is about much more than Norway alone. It’s about who gets to set the standard for Europe’s next-generation surface combatants.
And Naval Group, with its steel-in-the-water strategy, is making sure nobody forgets that.
