Bucciali TAV

After Wilhelm Maybach’s, another busy life: that of Jean-Albert Bucciali.

A little history

Despite having no formal training as an engineer, Bucciali set on building an extraordinary car at an early age – and do many other things along the way. Born in Normandy in 1889, Bucciali was thirteen when witnessing a local car race changed his life forever: though he was studying philosophy, he eagerly read all technical books he could put his hands on, and soon boasted that, one day, he too would build a car.

His ambition somewhat went out of control, as instead of building a car, he ended up building an airplane that he called the Buc. The year was 1911 and aviation was still in its infancy. Many people were trying hard to make airborne heavier-than-air of their own designs. Bucciali succeeded on his very first attempt, while himself sat at the controls, though he had never learned how to fly. Soon Bucciali was among the only fliers around the world to master the looping.

Such an adventurous – and patriotic – character would obviously enlist as soon as the first shots were fired in the summer of 1914. Bucciali chose aviation, naturally. He ended up an ace of the Escadrille des Cigognes, the famous “Storks’ Fighters Squadron”, and despite fighting for two years and a half on both the Western and the Eastern front, was able to survive the conflict.

Back in civilian clothes, the daring young man finally fulfilled his dream, building his very own car and racing it in various national events. His racer was so successful that he decided to go one step further and enter automobile manufacture. In October 1922, the first Buc was introduced at the Paris motor show.

Although the prototype was fitted with a small two-stroke, supercharged engine, the small number of production Bucs had more conventional four- then six-cylinder motors. They performed well and were highly praised by their owners as both road and racing cars. This wasn’t enough for Bucciali who, with the help of his elder brother Angelo, was now determined to build a front-wheel drive automobile.

During the 1926 Paris motor show, the public discovered the Bucciali TAV 1, which despite being incomplete was still the talk of the event. A perfectionist, Jean-Albert Bucciali kept refining his original design, presenting the TAV 2 and the TAV 3 before the end of the decade. A V16 engine was also planned, but only a mock-up had ever been built.

Sadly, the Bucciali cars were attracting nothing more than interest. The brothers never got the vital financial support they would have needed to launch the production of their stunning automobile. Running out of money, they threw the towel in 1932. Ironically, they had just delivered their latest TAV 8-32 to a delighted Parisian, their very first customer. This ultimate Bucciali featured a striking “Flèche d’Or” body by Saoutchik, its extremely low lines being emphasized by its huge 24-inch wheels. The TAV 8-32 was propelled by a Voisin V12.

Jean-Albert Bucciali died in 1981. Over a decade, only a handful of Bucs and half-a-dozen Buccialis had been built.

About the model

Model: Bucciali TAV 8-32 "Flèche d'Or"
Year: 1932
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.23 of its Voitures Classiques press series
Acquired: brand new, in August 2006, in Souillac, France

It’s the most famous Bucciali that Ixo decided to reproduce, as this car is not only spectacular, it is also still extant today, which made the Chinese manufacturer’s job easier. Though a press series release, the model is extremely well done and, even reduced forty-three times in size, still an impressive car on the shelf. Only the stork represented on the sides of the bonnet, reminiscent of Bucciali's flying days in the army, had been seriously simplified - the original, difficult to reproduce in scale, looked thinner and was actually decorated in three different colours, being plated in gold, silver and bronze. They don't build cars this way nowadays... I’d give 14/20 to this nice model.

Maybach Zeppelin

Today we’ll talk about Maybach – the original one, not its regrettable revival.

A little history

Long before a luxury car was called a Maybach, the name was already linked to automobile. Wilhelm Maybach, an engineer from Heilbronn, became Gottlieb Daimler’s protégé at an early age. From then on his fortunes were linked to those of his liege. An automobile pioneer’s glory ultimately befell Daimler, allowing the loyal Maybach to bask in his master’s everlasting notoriety. This was well deserved, as Maybach had been highly instrumental in Daimler’s creation of his first engine, of the very first carburettor, and of his first automobile.

Though Daimler concentrated on automobiles, Maybach’s focus turned more and more to airships. With his son Karl, shortly after the turn of the twentieth century Wilhelm Maybach created a new company aimed at producing aeronautical engines. The firm’s destiny became intertwined with that of Zeppelin, the world lighter-than-air’s pioneer. The new dirigibles were among the favourite toys of the German Imperial army’s high command – Maybach engines sold well. Germany’s defeat in 1918 brought a complete reversal of fortune, however. For the time being, the country was forbidden to venture into the aeronautical field by the victors. Maybach had to turn to another activity.

Having produced very large motors for airships, building diesel engines for marine and rail uses was a logical step. Another activity would bring prestige to the company – manufacturing luxury automobiles. A prototype based on a Mercedes chassis had been built by 1919. Further experiments led to the first production Maybach in 1921: the six-cylinder W3.

By 1930, it was still too early for the world to feel the devastating effects of the Wall Street crash. The rich were richer than ever, and wanted vehicles that suited their extravagant tastes. Around the world, manufacturers answered the call by offering larger multi-cylinder engines. Maybach, by then at the apex of the German automotive realm alongside Mercedes-Benz and Horch, scheduled to release a V12 in 1930.

Interestingly the new car was called Doppel Sechs or DS in short, which translates as Double Six in English. At about the same time, the British company Daimler, which as its name implies had entered business by producing under licence the early vehicles designed by Gottlieb Daimler and Wilhelm Maybach, was also planning a V12 car, which too was called Double Six. In the case of the German car, the name “Zeppelin” would be joined in order to capitalize on Maybach’s long involvement in airships – the Zeppelin “Hindenburg” had just succeeded to fly around the world, propelled once again by Maybach engines, so the company cleverly used some of the publicity thus generated.

Shortly after a 7-litre, 150 bhp V12 called the DS7 Zeppelin Maybach was launched, an even more gigantic automobile appeared late in 1930: the DS8 Zeppelin, this time fitted with a massive 8-litre good for 200 bhp. As most luxury cars of its time, the very exclusive Zeppelin was generally sold as a bare chassis to be fitted with a custom-built body. In that instance the majority of Zeppelin's chassis went to the neighbouring works of renowned coachbuilder Hermann Spohn.

Such an expensive car wouldn’t have been enough by itself to provide work to the automobile division of Maybach, even in times of prosperity. Though the Zeppelin was retired in 1934, the six-cylinder cars, though “small” only by comparison, remained in production throughout the Thirties. Most famous in the line was the W6 DSG introduced in 1934. Itself a massive 7-litre car, it featured a peculiar 4-speed gearbox fitted with a double overdrive. As a result its drivers had twelve speeds at their disposal, a device more commonly found in trucks than in luxury cars.

Alas, Maybach’s glorious venture in car building was to be a short one, bracketed between two wars. Its experience in large displacement engines was put to good use by the Third Reich, which medium tank Pz.V Panther and heavy tanks Pz.VI Tiger and Tiger II “Königstiger” were all fitted with the same Maybach HL230 V12 engine, developing around 700 bhp.

Maybach gave up building automobiles for good in 1945.

About the models

Model: Maybach DS8 Zeppelin
Year: 1930
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps
Acquired: brand new, in May 2006, in Manila, Philippines

Minichamps proposes a stunning Zeppelin, fitted as a convertible sedan. Photo-etched metal has been nicely used for the radiator mascot and the car’s name in front of the grille. Sold in a large commemorative box, the model is simply beautiful, and I’d give 16/20 to it.









Model: Maybach DS8 Zeppelin
Year: 1930
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.9 of its Voitures Classiques press series
Acquired: brand new, in August 2006, in Souillac, France

Once again Ixo is caught aping Minichamps. It’s certainly nice to undersell your rival, but it’s too bad that quality inevitably suffers because of the relentless pursuit of better prices. Out are the photo-etched parts, replaced by thick pieces of plastic – however this is an Altaya-distributed Ixo, and I don’t know how genuine Ixo are fitted. Wheels, windows and the folded hood, in particular, betray the lack of refinement of the cheapest version. I’d stick to a modest 13/20 for this one.

Alfa Romeo Alfetta

Same company, same era, but a little higher in the range.

A little history

In 1971, Alfa Romeo introduced a very modern compact car: the Alfasud. The Italian manufacturer never intended to extend its boldness to the higher models of its range, though. One year later, the Alfetta was presented, positioned just a notch above the ageing Giulia, which was kept in production. Penned by Giuseppe Scarnati, its body was indeed elegant, but tame. There was no surprise under this skin: the transmission was to the rear wheels, and the suspension (double wishbones and torsion bars) was perhaps independent at the front, but a solid axle was fitted at the rear. The engine was brilliant yet again, not revolutionary: it was a 1.8-litre, 4-cylinder double overhead camshaft with two valves per cylinder, fed by two double-barrel carburettors. On the road, the Alfetta was soon praised for its very sane behaviour. Furthermore, the enviable image the brand had developed helped a lot to make the car a commercial success.

Alfa Romeo’s aura would not last, however. Quality problems and fragile mechanicals parts would see to this. Besides, the rust problems that affected the entry-level Alfasud would soon spread to all Alfa models. The cause: the Italian government had signed an agreement with the Soviet Union, one of its effects being the import of large quantities of Soviet steel to feed the Italian industry. This steel was actually recycled and of poor quality; the standard of the Italian cars production plummeted.

The Giulia’s ultimate retirement brought about the extension of the Alfetta’s range. A smaller 1.6-litre twin-cam engine was offered for the 1975 model year, while a splendid coupe penned by Giorgetto Giugiaro in collaboration with Alfa’s own designers, the GT, had been introduced early in 1974. The GT, which would become the GTV in 1976, inherited all the qualities of the saloon. With perfect handling and 140 bhp under the bonnet, the GT was soon seen campaigning in touring cars racing and rallies, but success was moderate.

New models were regularly added to the line-up, including a 2.0-litre engine in 1976, and another 2.0-litre, a turbocharged diesel this time, three years later. During the very same year 1979, the Alfetta saloon received a revised front end. The major news of the year was nonetheless the introduction of the GTV 6 for 1980. Alfa Romeo had launched a luxury sedan which, from the very start, proved to be a catastrophe. The best this Alfa 6 had to offer was its 2.5-litre V6, though in the saloon it was handicapped by recurrent carburettor problems. The engine was grafted onto the GTV, creating a potent combination. The GTV 6 was immediately homologated for racing, where it immediately proved its worth.

After 1979, modifications were scarce as the Alfetta was coasting towards its retirement. This came in 1984, shortly before being succeeded by the Alfa 75. No replacement had been scheduled for the GTV, though, and, helped by its late-career successes on the track, the stunning coupe lingered on for two more years.

Model: Alfa Romeo Alfetta 1.6
Year: 1975
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps ref. 400-120201, limited edition - 2,544 pieces
Acquired: brand new, in May 2006, in Manila, Philippines

Minichamps also signed the bigger sister of the Alfasud. The model is correct, but nothing more. I cannot tell exactly what I dislike about it. Is that its colour, sable or giallo piper as suggested by the German manufacter, certainly authentic, but undoubtedly dated more than three decades later? Is this the vents on the C-pillars, which have been clumsily done? Could it be these thick black plastic windshield wipers? About the latter, I already said how undeserving they are on a model of the quality - and the price - of a Minichamps. I'll limit my rating to 12/20.

Alfa Romeo Alfasud

A little history

Automobile manufacturers around the globe didn’t resist the temptation, during the last few years, of invading market segments to which they weren’t familiar. Twenty years ago, I would have laughed aloud if anyone would have suggested that one day Porsche could build a SUV, or that a compact car could bear Mercedes-Benz’s star… This is however not new to one of Italy’s most famous car company. During the Thirties, Alfa Romeo used to capitalize on its successes on the tracks to build hand-made coupes and convertibles which were among the most refined and exclusive cars in the world. Reading the writing on the wall for such manufacturers, Alfa cunningly switched to mass-produced vehicles with its 1900, introduced during the early Fifties. By the end of the following decade, the Milanese company decided to set a foot one step lower by introducing a compact car, which could be considered popular while retaining all the character of its bigger sisters.

The project was placed under the responsibility of an Austrian engineer, Rudolf Hruska. On the recommendation of a former Touring executive, Hruska elected to have the new car drawn by Giorgetto Giugiaro, who had just left Ghia to create his own company Ital Design. It would be the firm’s first major contract.

Daring choices were made by the car’s engineers. Among its most modern features were front-wheel drive, disk brakes on all four wheels activated through a dual circuit system, and independent MacPherson strut suspension at the front. The very aerodynamic body was roomy yet extremely compact, thanks to the choice of an engine in a boxer configuration. Despite all its refinements the new Alfa would not see its building costs rise to unmanageable figures. Even better, Hruska even succeeded in spending noticeably less to design the car than the budget which had been allocated to him.

As early as November 1968, the program had progressed enough to allow prototypes to be test-driven in various conditions. It seemed Alfa Romeo had a winner in its hands. Alas, from this point things went wrong.

The company didn’t have the necessary capitals to mass-produce a popular vehicle, and therefore turned to the Italian government for help. The later agreed, under the provision that the car would be built in the impoverished south, where industrial jobs were scarce. Alfa Romeo had no other choice than to accept. Symbolically, the name Alfasud (Alfa-South) was chosen for the car.

All of Alfa Romeo’s models had been built in Milan up to then, in the midst of the industrial heart of Italy. The company had to tackle important problems of organization to make possible the production at Pomigliano d’Arco, the chosen site for the new factory. The construction of the new plant should have given signs of things to come. It was slowed down by social unrest and the return to the fields of the peasants employed on the building site during the tomato harvest. Most of these under-qualified employees would also reveal themselves to be poor factory workers after the construction was finished, pushing building quality well below Alfa’s expectations. In addition, strikes would prove even more common at Pomigliano d’Arco than in the rest of Italy at a time when unions and large corporations waged a protracted war on each other.

In the meantime, the program could appear right on track for an outsider. The Alfasud had finally been unveiled at the Turin auto show, in November 1971. Production was about to start during the following spring. The first journalists to turn the ignition key were glad to report about the car’s roomy compartment and perky performances – with 63 bhp pumped out of its 1.2-litre engine and its extremely good handling, courtesy of a very low centre of gravity, it was a joy to push the nimble car to its limits. The potential customers flocked to the Alfa Romeo’s dealerships and for a time the company had trouble satisfying the high demand. Unfortunately, the orders would soon be brought down by the poor quality of the car and the discovery of its tendency to rust – actually, some could even get corroded before their completion at Pomigliano d’Arco if yet another strike would delay the production!

There were no easy solutions to the quality issues. Instead, Alfa Romeo capitalized on the acknowledged strong points of its car, launching an Alfasud Ti in October 1973. The sporty version had only two doors, a 5 bhp boost thanks to a twin-barrel Weber carburettor, and a quad-headlight front end. Later 1.3 then 1.5-litre engine would be available, matted to a 5-speed gearbox, and a race series, the Alfasud Trophy, would be promoted. The Alfasud also ventured in the utilitarian field with the Giardinetta, a two-door station wagon, released for 1975, which was among the most refined of its kind. Finally, a coupe, the Sprint, was introduced in 1976 with a totally different body but many common mechanical parts. As the car entered its ninth year of existence, it received a facelift and, shortly before going out of production, finally got the hatchback it lacked since its introduction – up to then the Alfasud had to content itself with a traditional boot lid.

The end came in 1983 for the Alfasud, as the new 33 model was introduced. The sportier model then in production, the Ti 1.5 QV, carried on for a short while before a performance-oriented 33 was released. The final count would bring the Alfasud mark close to 900,000 made over a dozen years.

Alfa Romeo had certainly been bold when it first introduced its Alfasud. The company was equally shy when it drew the curtain. Acknowledging the shortcomings of the car, the company decided to maintain the much different Alfasud Sprint in production – but only after its name had been shorten to Sprint. All memories of this wonderful failure were then wiped out.

Model: Alfa Romeo Alfasud Ti
Year: 1974
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps ref. 400-120161, limited edition - 1,728 pieces
Acquired: brand new, in February 2006, in Manila, Philippines

Early once morning I wondered, for no particular reason, who would build a die-cast of the Alfasud. Believe it or not, I bought one on the very same day, without having even looked for one. To make my joy complete, I got it with a very generous discount. Minichamps is responsible for the little model, and did quite well. It seems nicely proportioned and, to make things even better, its blue paint perfectly becomes the small car. My rating: 14/20.

Ford Consul, Zephyr and Zodiac Mk.II

A little history

In April 1956, Ford U.K. replaced its whole line-up of large saloons by three new models, which soon earned themselves the nickname The Three Graces. These cars, namely the 4-cylinder Consul, its 6-cylinder counterpart Zephyr and the luxury Zodiac, were indeed beautiful, particularly when opposed to the bathtub-styled first generation of big Fords. The inspiration was definitely American, as for many European cars of the hour, but knew how to remain tasteful, with a relative restraint on chromes, delicate rear fins and optional two-tone paints.

On the mechanical side, these cars remained extremely orthodox. Six-cylinder versions rode on a slightly longer chassis than the Consul. But for all of them, transmission was to the rear wheels through a three-speed manual gearbox, though an automatic Borg-Warner was now optional. Large drum brakes were thought to be sufficient for stopping the cars.

The car had grown bigger, so did its engines. The base motor fitted to the Consul was a 1.7-litre developing 59 bhp, while both the Zephyr and the Zodiac used similar 2.6-litre engines good for 86 bhp. The performances were modest, with top speeds close to 125 and 140 kph respectively for the four and the six, but few bothered back then. Straight from the factory, a Ford customer could choose any body type, as long as it was a four-door saloon. Converted estates (by Abbott) and convertibles (by Carbodies) were available, though. On the Australian market, a pickup or, in the local parlance, a “ute”, was also offered.

An instant hit, the Mark II series didn’t change much throughout its production run. It was nonetheless face-lifted in 1959, when the roof was lowered by almost 4.5 centimetres. Various details were also updated. The following year, front disk brakes became available as an option. In this final incarnation, the Mark II remained available until April 1962, when its style, deeply rooted in the Fifties, gave way to a fresh new design. To this day, it probably remains for the British as the most regretted of all “big Fords”.

About the models

Model: Ford Zephyr Mk.II
Year: 1956
Maker: Vanguards - Corgi
Scale: 1/43
Distributed by: Vanguards
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

Vanguards did a very nice model of the Zephyr Mk.II. Seeing the miniature is enough to understand why the car had such a success in Britain when it was released. My rating: 13/20.





Model: Ford Zephyr Mk.II
Year: 1959
Event: 1959 RAC Rally, driven by Gerry Burgess, assisted by Sam Croft-Pearson (overall winners)
Maker: Vanguards - Corgi
Scale: 1/43
Distributed by: Vanguards
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Using the same casting as the road car, Vanguards decided to produce the model of the (disputed) winner of the '59 RAC Rally. As Fifties Rally racers were extremely close to road cars, the task was probably fairly easy: three new projectors, including one on the roof, wheels without hubcaps, road numbers, that's done! I'd give it the same rate of 13/20.

Isuzu Trooper

A little history

Isuzu broke into the then-burgeoning market of what we today call “SUVs” in 1981, thanks to the Trooper, a large and squarish part-time four-wheel-drive station wagon available in both two- and four-door versions. Though there was nothing particularly exciting about it, a character the car would retain throughout its life, it sold rather well, particularly in the United States where SUVs were slowly becoming fashionable. Furthermore, in a superb demonstration of badge-engineering, a field in which General Motors had become a master, Isuzu produced the Trooper for a variety of other manufacturers around the world.

In 1987, the little originality the car could had on the outside was wiped out by some folk with a pencil who drew five squares figuring the grille, the headlights and the turn signals – Isuzu called such a bold move a “facelift”. Four years later, the original Trooper was gone… but replaced by a new Trooper, larger and more powerful than the previous one, but as bland externally. Engines, which all felt until then within the 2- to 3-litre bracket, were now all above the 3-litre mark – once again, Isuzu had the American market in mind. On the other hand, the new Trooper retained the part-time 4WD transmission of its predecessor, which necessitated a full stop in order to engage the front axle.

The second-generation Trooper received two facelifts in 1997 and 2000, and these proved much more tasteful than the 1987 mess. Nonetheless, increased competition, the relative lack of interest from struggling GM towards Isuzu (which would ultimately end with the company complete withdrawal from the lucrative North American market) and nasty rumours about the car’s safety records all conspired against the Trooper. In Europe where it was sold as the Opel (or Vauxhall) Monterey, the car’s career was equally inglorious. Therefore, production was suspended in 2003 without a direct successor, though the car remained available for a few more years on some specific markets.

About the model

Model: Isuzu Bighorn Plaisir
Year: 2000
Maker: Rakachi
Scale: 1/43
Distributed by: Rakachi (Japanese market only)
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

“Aganus Jam - Rakachi”, spells the box. I identified the maker as “Rakachi”, but I’m still at a loss about what “Aganus Jam” refers to. This very box is rather funny, for the company has mimicked the style and the lettering used by Minichamps. The comparison stops here, though. Rakachi’s scale model of a Bighorn – a Trooper but in name – is rather crude, and for me is more reminiscent of Cararama than of any high-end industrial die-cast makers. The outside mirrors and the dashboard are simply hideous. Anyway, the model is rather original, and I paid it a fair price (about four and a half euros, quite a bargain). I won’t give more than 8/20 to it, however.

Holden FE, FC, FB and EK

A little history

For long Australians had wanted a real national car, but had to content themselves with imported British and American vehicles. An early attempt, the Southern Cross, went nowhere when its principal promoter, aviator Charles Kingsford Smith, disappeared during an attempt at a record flight between England and Australia, in November 1935. Holden, a GM subsidiary, finally took the honour of building the first Australian car in 1948. In a fashion similar to what we have seen regarding the Ford Vedette, the Holden 48/215 was based on an aborted project for a downsized post-war Chevrolet, though the Holden management’s initial desire was to design the car in Australia.

Eight years later, the bulbous silhouette of the original Holden had grown old. A brand-new automobile was launched in July 1956 and, once again, seemed like a standard American car in reduction. Engine was the same 2.2-litre inline six that was fitted to all Holdens since their introduction, but output was now up to 70 bhp. Named the FE, the new car sold so well that a brand-new factory had to be built at Dandenong, in Victoria state. Again following an American practice, Holden would retire its car after only six years in production despite many regular facelifts (May 1958, January 1960, May 1961) which gave birth respectively to the FC, the FB (note Holden’s strange habit of naming the successive generations of its car backward) and the EK. In fact, the finned and chromed-laden FB was virtually a new car.

By the end of the Fifties, thanks to this line of cars, Holden had come to dominate the domestic market – half of the new vehicles sold every year were built by the company. A new model, the sleeker EJ, was unveiled in July 1962, though the commercial vehicles based on it would wait until January 1963.

About the models

Model: Holden FE Business
Year: 1956
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.25 of its Taxis du Monde press series
Acquired: new with neither box nor stand (probably a production overrun or quality control reject), in December 2006, in Hong Kong, S.A.R.

Here comes a taxi from Sydney. I actually suppose it's a Business, this mid-range trim being particularly popular with taxi operators. It's indeed an original car, but unfortunately Ixo did a really poor job when it tried to reproduce the car, which has a strange look, particularly in its rear half. I won't give it more than 7/20.





Model: Holden FC Special
Year: 1958
Maker: Trax
Scale: 1/43
Distributed by: Trax, "Opal" series
Acquired: brand new, in February 2007, in Shenzhen, China

When it comes to Australian cars reproduced in die-casts, Trax certainly is the reference. I'm glad I have purchased this one for much lesser than the whopping price usually asked. The model is splendid throughout. In addition to the front doors, the bonnet and the boot can be opened, the former revealing a nice - for such a small scale - engine. Though I'm not fond of opening parts in 1/43 scale, Trax has been able to adjust each and every one of them so well that nothing is visible when they're closed. Just great. Let's give a 16/20 to this little marvel.

Lanz Bulldog

A little history

If Ford’s Model T put America on wheels, then the Lanz Bulldog did a lot to mechanize German fields. Launched in 1921 by Heinrich Lanz AG, a Mannheim firm that had built farm machinery since 1859, the Bulldog was powered, as many other European tractors of the time, by a semi-diesel engine.

A two-stroke semi-diesel motor is now a forgotten type of engine, characterised by huge displacements, low output at very low RPMs and its ability to burn oil of virtually any type – even used gearbox lubricant would do. Another of its specificities was the fact that many vehicles equipped with such engines did away with a reverse gear: the motor would be stopped, then started again rotating in the opposite direction. These machines were crude, but very reliable.

The Bulldog went through many series, though it never changed much in overall appearance. The D8506 series was introduced in 1935, fitted with a 10.3-litre, one-cylinder engine that was good for 34 bhp at 540 rpm. It would stay in production for twenty years.

Lanz faced huge problems right after the end of World War Two, not the least being the fact that allied air raids have left the factory in shambles. Nevertheless the company carried on, so well that American giant John Deere got interested enough to purchase the factory in 1956 – one of its first steps on the way of globalization. When the Bulldog series’ production was finally stopped in 1960 after a quarter of a million had been built, the Lanz tractors had been renamed John Deere-Lanz, and were painted in typical John Deere green. By the late Sixties the Lanz name was totally gone, though John Deere kept in plant in operation.

About the model

Model: Lanz D8506 Bulldog
Year: 1949
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Hachette as no.18 of its Tracteurs et Monde Agricole press series
Acquired: brand new, in December 2006, in Souillac, France

Such is the demand for scale models right now that even a long-gone tractor such a this one can be found in a variety of models and scales. Apart from Universal Hobbies' rendition, Schuco has a whole range of Lanzes in both 1/43 and 1/18. Yes, even 1/18, not such a long time ago a bastion for modern supercars and 50's American classics can now boast a two-stroke diesel tractor among what it has to offer! A quick search on the net also revealed a 1/35 model by a company named Kovap.

Not being extremely familiar with tractors, and not having seen the Schuco models other than on pictures, I just can speculate that the German company's models seem somewhat better than UH's one. Which doesn't mean that the latter is bad, on the contrary. To make things even more attractive, it is correctly priced. I'd give it a 13/20.

Jaguar XJ6

A little history

One of the most famous cars in automobile history, the Jaguar XJ series was born out of the realization by the company’s management, some time during the mid-Sixties, that their range had to be rationalized. Apart from the top-of-the-line Mk.X, the fastest four-door saloon in the world at the time of its launch, and the famed E-Type coupes and convertibles, no less than three distinct (though related) cars were produced in the entry-level range. The smallest engines which powered these cars were either a 2.4-litre, 6-cylinder block by Jaguar or a 2.5-litre V8 provided by Daimler. Competition on the domestic market, most notably by Rover and Triumph, was becoming harsh in this field. Therefore Jaguar decided to aim higher, but such a replacement, with probably a 3.0 to 3.5-litre engine under its bonnet, would have been too close from the Mk.X. Therefore, it was decided to replace all saloons in production by a single offer, the XJ6.

For the time being, the project was called XJ4. There was nothing revolutionary about the car – Jaguar just included in it all what it knew how to do best. Power would come from a brand new 4.2-litre inline six good for 173 bhp. Aiming mostly at those foreign markets where high taxes were imposed on cars with large displacements, a 2.8-litre engine was also offered.

Sir William Lyons, founder and president of Jaguar, is credited with the XJ4 styling, as he personally oversaw the design of its body. On the outside, the XJ4 took most of its stylistic cues from the Mk.X, only as a lighter, elongated, updated package. The rear section, on the other hand, was inspired by the E-Type tail, with its end chopped off.

Finally named XJ6 in reference to its 6-cylinder engine (with V8 and V12 engines being scheduled, this would help for naming these variants when released), the new Jaguar saw its debut in September 1968. Though no road test was initially organized for the press, the company’s reputation and the word of mouth guaranteed a long waiting list to the XJ6. When journalists finally got their hands on the car, they praised what its first customers had found when they had taken delivery of theirs: excellent performance, good handling, and extraordinary comfort highlighted by almost complete quietness inside the passenger compartment. To make things even better the XJ6, continuing the long Jaguar tradition of offering the best car at the best price, was relatively cheap with regards to its competitors. On the long run though, XJ6 drivers would find that, as many other Jaguars, the construction quality of their cars left much to be desired.

In July 1972, Jaguar presented the XJ12, powered by a 5.3-litre V12. The V8 project had been axed shortly beforehand. Even more powerful and silent than the 6-cylinder block, the V12 was a bottomless pit when it came about fuel consumption. Nobody really cared in 1972, but less than one year and a half later…

Other variants added over time included a long-wheelbase saloon and a short-lived XJ-C coupe. Daimler, which was building a slightly more expensive XJ6 as the Sovereign, also added a XJ12 equivalent to its range, under the prestigious name Double Six. The look of the car also evolved. In September 1973, new American regulations induced a facelift, the front bumper, now too low to comply with U.S. rules, being set higher below a smaller grille.

When the oil crisis erupted in late 1973, a Jaguar customer had to wait for two years and a half before his or her vehicle could be delivered. Though the company never encountered much trouble with unsold cars during the rest of the Seventies, various adverse elements played against it during that time, apart from the crisis itself. Rife throughout Britain, social unrest limited productivity. Jaguar's new boss, Geoffrey Robinson, tried to increase the company's production in order to satisfy the demand, which affected quality even further. Even more disturbing was the fact that, virtually bankrupt, struggling British Leyland could not afford to finance a replacement for the XJ, which had to carry on for a few more years, while the company’s main rivals, Mercedes-Benz and BMW, were enjoying increasing shares of the luxury car market. Afraid at a complete collapse of BLMC, supported by taxpayers’ money, the British government commissioned Sir Don Ryder to present a report on the group’s future: one measure that followed the publication of this report in April 1975 was the creation of British Leyland Cars, within which all BLMC companies lost their autonomy – a disastrous development for Jaguar. Fortunately this reorganization would be abolished in early 1978.

In March 1979, Jaguar had succeeded in gathering enough resources – actually, most of what was left – to introduce a Series 3 of its XJ. The third incarnation of the car featured a new roofline, due to Pininfarina. The tasteful update was just what the car needed to extend its career long enough for a successor to be designed. Though paint finish problems marred the Series 3’s debut, sales were soon following an ascendant curve. The venerable automobile would remain basically untouched during its last years in production, the only major improvement the XJ12 received being, in late 1981, high-compression cylinder heads that boosted the output to 299 bhp. This improvement was due to a Swiss engineer named Michael May; history has not been good to him as he is also credited for fitting the very first air wing to his own Porsche spyder in the mid-Fifties, and driving in Formula One during the early Sixties: a rather busy life dedicated to automobile!

Though a new XJ40 was finally introduced in 1986, the old XJ6/12 was kept in production. The XJ6 lingered until the new car had been introduced to all foreign markets, finally retiring in May 1987. The 12-cylinder variant was to be built even longer, as an equivalent version for the XJ40, named XJ81, still wasn’t ready for production. The project was cancelled after American giant Ford purchased Jaguar in late 1989, allowing the XJ12 and its cousin the Double Six to remain on the market until 1992.

Over close to a quarter of a century in production, the Jaguar XJ had become one of the most iconic automobiles Britain ever produced. One of the most meaningful signs of its success is the simple fact that, as only few other models did, it survived British Leyland’s disintegration during the Seventies and Eighties.

About the model

Model: Jaguar XJ6
Year: 1968
Maker: Vanguards - Corgi
Scale: 1/43
Distributed by: Vanguards
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

An exceptional model throughout, particularly considering its price. From whatever angle you look at it, Vanguards' rendition of a first series XJ is beautiful. This would perhaps sounds even more credible if I'd confess that I've never been fond the real car! I'd easily give a 15/20 rating. Note that Vanguards also offers a Daimler Sovereign on the same base, fitted with a different radiator grille.

Austin Allegro

When I was 11, among my friends at school was a girl who, as I myself did, enjoyed drawing and, to some extent, cars. As we were discussing once, she asked me what car my parents had. After answering to her, I returned the same question. She suddenly looked highly embarrassed, and uttered: “Oh, just some crap… an Austin Allegro”.

Unlike the previous automobiles featured on this blog, I wasn’t able to write a complete post by memory, apart from the aforementioned anecdote and the basic facts about the Allegro, as I’m not particularly familiar with this car – my friend at least rode in the back seat of a very uncommon vehicle, as very few outside England were foolish enough to purchase one. As most of my books and magazines aren’t within reach, I therefore browsed the net looking for details. Though never the best source and quite often filled with inaccuracies, Wikipedia (http://en.wikipedia.org/wiki/Austin_Allegro#Reputation) nevertheless provided another anecdote that is worth inserting here:

In 2007, Sir Digby Jones [then British minister of Trade], in criticising the inefficiencies of the Learning and Skills Council, said, “It is what I call the British Leyland model - you put a lot of money in at the top, and an Austin Allegro comes out at the bottom.”

After these two short stories set the mood, it is now time to discuss about the car itself.

A little history

During the Sixties, BMC came up with one of its most successful products ever, the ADO 16, better known from motorists in Great Britain and elsewhere as the Austin / Morris 1100 and 1300. A compact vehicle following Alec Issigonis’ concepts about a popular car, the ADO 16 introduced the cunning Hydrolastic suspension and, within a few years, became the most popular car in its country.

Things went so well with the ADO 16 that BMC personnel apparently believed success would last forever. After BMC became the nationalized group BLMC, also informally called British Leyland, the company’s new heads were surprised to discover that no replacement had been scheduled – actually, there was virtually no project at all ongoing at the time. Instructions were immediately given to develop not one, but two new cars to replace the ADO 16: Morris would build a conventional one, which became the Marina, while Austin would propose a more advanced vehicle more in line with its predecessor, the Allegro, known internally as ADO 67.

On the mechanical side, most of the components used by the Allegro would come from the previous ADO 16, apart from the brand new Hydrogas suspension, a technological marvel that was softer, quieter and better suited to bumpy roads than the Hydrolastic. The engine range would extend upwards, partly to use the 1500 and 1750 cc engines that were powering the Maxi – the car wasn’t selling, leaving largely underused the new facility in Cofton Hackett, dedicated to the production of these engines.

The body was designed by a team led by Harris Mann. That is, Mann drew the original blueprints – to the designer’s horror, engineers later deeply altered his project due to mechanical constraints. While the ADO 16 looked low and long, the ADO 67 grew stout. A compact V4 engine had been once considered but never developed; this, with the addition of a new and very tall heater, meant that the bonnet, and therefore the whole car’s lines, would have to be raised. Juggling with these limitations, engineers had to reduce the size of the windows and raise the overall height of the car, while increasing both the front and rear overhangs. When seen from the front, the narrow grille made the car look even bulkier. To make things as bad inside as they were outside, BLMC’s managing director George Turnbull imposed the use of an (almost) square steering wheel, dubbed “quartic”, which anyone disliked except himself. While the company had still great prospects about its newest product, some of its employees started to doubt.

The Allegro’s official birthdate was in May 1973, when this balloon of a car was finally unveiled. It was received with mixed reviews by the automotive press, to say the least. A rather generous standard equipment list was generally appreciated but, much more importantly, many critics fell upon the peculiar styling, the weird steering wheel, the weak brakes, the poor gearbox, the too-soft ride or the insufficient performances - in some respects the old ADO 16 even seemed superior to its successor. The public didn’t think much better of the newcomer, the “quartic” wheel soon becoming the butt of joke. Less funny was the car's tendency to lose its wheels while being driven, with potential dramatic results. In short, the Allegro was widely detested from the very start.

Not satisfied with having alienated the British press and public, BLMC decided to do the same abroad – after all, the Allegro had been designed at a very high cost and its maker now wanted its money back, so increasing its potential market was inevitable. In continental Europe, the Allegro was unanimously rejected. Innocenti, for long a BMC then BLMC partner, started to build the Allegro in Italy as the Regent. Only eighteen months later, production was stopped and, a short time later, Innocenti started building its own creations rather than un-saleable British ugly ducklings. Believe it or not, if the original Allegro looked repulsive, even worst was to come under the guises of an estate and a luxury derivative, the Vanden Plas 1500, both released in 1974.

From the very start sales were not what BLMC had expected. Over time they kept slipping down. The company tried to solve some of its many problems: the cars evolved into Series 2 and 3, respectively in 1975 and 1979. The latest Allegros were finally pleasant to drive if nothing more, but the main drawback of the car, its odd styling, could even less be addressed that BLMC, by this time, didn’t have any money left for retooling. By early 1982, while its successor, the Maestro, wasn’t even ready, someone finally did what most would have liked to do for the last nine years: press a button and stop the Allegro’s production.

A personal note

I like 1:43 as it offers very unglamorous cars that cannot be found in any other scale. I had read a short article about Vanguards’ Allegro around 2000, and though I wasn’t even collecting model cars at that time I was immediately attracted. Don’t ask me why I have so peculiar a taste!

A note for those of you who could question my mental integrity after reading my last remark: it’s the model of the Allegro I enjoy, not so much the real car...

About the model

Model: Austin Allegro 1750 SS
Year: c.1973
Maker: Vanguards - Corgi
Scale: 1/43
Distributed by: Vanguards, ref. VA04510
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

Though a commercial failure – it peaked as the seventh bestseller on the British market shortly after its release, while its predecessor had reached the top of the list – the Allegro, designed as a popular car, nevertheless sold well enough to push a die-cast maker, namely Vanguards, to make a model out of it. Mine is a metallic blue 1750 SS, made easily recognizable by its honeycomb grille. It was the most potent version of the range back then, but was nevertheless disliked by the journalists for its lack of performances. Though not the best Vanguards around in my opinion, it is still quite attractive. The most noticeable error is that the chromed moulding that surrounds the grille of the original car is conspicuously missing, somewhat altering its appearance up front. Anyway, criticising would prove to be pointless: who else would be daring enough to put on the market a scale model to rival Vanguards’ one? My rating is 12/20.

Oldsmobile Toronado

A little history

Among all General Motors brands, Oldsmobile had long been the one best known for its sense of innovation. Modern automatic transmission through torque converter was an Oldsmobile first, while the short stroke V8 engines introduced right after World War Two ignited a crazed race towards ever more power and performances. In 1965, Oldsmobile was up to its reputation when it launched a front-wheel drive automobile.

Actually, front-wheel drive cars had already been built in the U.S., let alone abroad, but the last vehicle using such a technology in America, the Cord, had been discontinued almost three decades earlier.

Oldsmobile started toying with the idea of building a front-wheel drive car as early as 1958. Launching a mass-produced vehicle equipped with a technology that was new for its maker, and therefore not time-tested, would have been a risky gamble. The opportunity to build a smaller-volume automobile, and with it the possibility to advance from the experimental stage, arose during the early Sixties.

The original Buick Riviera was due to be replaced by a new vehicle for the 1966 model year, and General Motors, which was then expanding its personal luxury range, allowed Oldsmobile to venture simultaneously into this growing market. The Toronado – the name was taken from a show car presented a few years earlier – would be a close relative to the Riviera. This meant that the whole drivetrain of the Toronado would have to fit under the bonnet of a car similar in proportions to a conventional rear-wheel drive, in itself a tour de force. Engine was a 7.0-litre V8 “Rocket” taken from the top-of-the-line 98 range, with an output boosted to 385 bhp.

To match its mechanical originality the Toronado received an uncommon body, based on a design by David North. With its fastback profile, its peculiar wheel arches and long, sloping bonnet, which included retractable headlights sitting on top of a wide grille, Oldsmobile’s luxury coupe looked like nothing else on the American highways of the time.

After its introduction as a 1966 model, the Toronado received good reviews and won the coveted Car of the Year award from Motor Trend magazine. The handling was found to be particularly good, and not at all disturbing for American drivers used to conventional rear-wheel drive. Acceleration and top speed (the car could pass 215 kph) were extremely good. The main critic aimed at the brakes, Oldsmobile having chosen to fit its heavy coupe with drums on all four wheels, which proved highly inadequate.

On the commercial side the Toronado sold correctly, but nothing more. Starting in 1967, Cadillac competed on the same ground as Oldsmobile with its new Eldorado, which too was a front-wheel drive personal luxury coupe. Like all American cars at this time, the Toronado received yearly facelifts. For 1967, much-needed front disk brakes were added to the option list, while a new 7.5-litre engine good for as much as 400 bhp was adopted in 1968. Despite this increase in displacement and power the Toronado was being gradually shifted away from performances in favor of luxury alone. It was built until the end of the 1970 model-year, when a brand new “Toro” hit the market.

About the model

Model: Oldsmobile Toronado
Year: 1966
Maker: unknown
Scale: 1/43
Distributed by: definitely a Del Prado model, but curiously sold in a box by Universal Hobbies, from its "Eagle's Race" series. Could it be a production overrun by Del Prado which was taken over by Universal Hobbies, or more simply a mismatch between the model and its box?
Acquired: seemingly brand new, in December 2006, in Hong Kong, S.A.R.

Correctly made, at least when compared with other Del Prado models. The Italian company did well in chosing this particular car to reproduce, as its body is relatively simple and not as heavily ornate than other American automobiles of the era, thus limiting the risk of having it botched when reproduced in scale. Fitting standard blackwall tyres instead of the too-often-seen whitewalls is also welcomed. On the other hand its main problem concerns the wipers which have been molded with the windshield, instead of being separate parts. However, affordable reproductions of American cars are scarce in 1:43, so let's be content with this one, which is well worth a 12/20 rating.

Facel Vega FV

A little history

By the early Fifties, it seemed that nothing could save the most prestigious names of the French automobile industry – and ultimately, nothing did. Delage, Talbot, Delahaye, Hotchkiss, Salmson were to be blown away by the new tastes of the affluent motorists both within France and abroad. However one man was eager to take up the challenge and create a new breed of French luxury cars: Jean Daninos.

Brother of a famous writer and owner of coachbuilder Facel Métallon, Daninos had made his company prosperous by supplying coupe or convertible bodies for low-production models from Simca, Ford, Delahaye and Panhard. The large amounts of money thus earned were spent designing an impressive sports car, the Facel Vega FV.

Unlike the prestigious models to which it succeeded at the pinnacle of French automotive refinement, the FV was anything but sophisticated mechanically. Inspiration came from across the ocean: built on a strong chassis fitted with drum brakes at each corner and a rigid rear axle, the new car was set in motion by the brute force of a De Soto 4.5-litre V8 provided by Chrysler. A three-speed automatic gearbox from the same origin was chosen – a rarity among the European production of the time, a detail which clearly indicates what market Daninos had in mind for his Facel Vega. Nevertheless a four-speed manual especially built for the FV by French company Pont-à-Mousson was optional for those with pins and needles in their left foot.

Facel Métallon had made itself known for its elegant designs; the FV didn’t disappoint anyone. It featured a low silhouette with long horizontal lines, neither interrupted nor overloaded by any of the chromed excesses American customers were becoming fond of. Up front, the headlights and parking lights were clustered on top of each other, flanking a squarish eggcrate grille. On the opposite end of the car, original lights rode on the ridge of the elongated rear fenders, while the twin exhausts exited through the bumper.

Both the specialized press and the public reacted favorably when the Facel Vega was first unveiled in July 1954. Though terribly expensive, the FV offered both extreme elegance and performance, and soon attracted as customers a crowd of celebrities looking for “something different”. Formula One greats Stirling Moss and Maurice Trintignant also drove Facels.

Though most Facel Vegas were hardtop coupes, a few convertibles were also produced. Furthermore a large hardtop sedan with rear suicide doors, the Excellence, was developed, becoming available for 1958. Interestingly the Excellence was considered for a time as the base for a new Packard, as the Studebaker-Packard Corporation didn’t have the financial capacities to design a new luxury car of their own. Despite its extremely low production volume (only 152 were ever made), the Excellence outlived the coupe and was built with only few modifications until its maker’s ultimate demise, in 1964.

Though the Facel Vega’s appearance didn’t change much throughout its production run, the ever-increasing displacement and output of the engines produced in Detroit pushed the Facel’s performances up. Born with 170 bhp, it was powered by a 390 bhp, 6.2-litre Chrysler V8 good for 225 kph when it finally became the HK500, its ultimate form between 1958 and 1962. That year, an even more extraordinary Facel II was presented.

About the model

Model: Facel Vega FV
Year: 1955
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.16 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in December 2004, in France

Quite a decent model, with a very nice metallic blue-grey paint that befits it perfectly. It actually figures one of the first eleven Facel Vegas ever made, which had conventional windshields - from the twelfth model on, the FVs got a wraparound windshield. My rating is 15/20.

Citroën CX

A little history

Launched in October 1955, the Citroën DS was nearing its twentieth birthday by 1974. Nevertheless its technology was still remarkable, and it sold well to a public of loyal customers. Still, the iconic automobile had to go.

Citroën was considering replacing the DS since the late Sixties. As anyone can guess, the task was anything but easy. The replacement, which adopted the symbolic name CX, was to follow the general pattern of its predecessor: a futuristic vehicle fitted with a large, aerodynamic body riding on the unique hydro-pneumatic suspension, with adjustable height and self-leveling features. Gone were the directional headlights of the post-1967 DSs, but the CX would inherit the VariPower steering of the prestigious SM – an in-house progressive power steering which offered both ease during low-speed maneuvers and precision on highways. The CX’s silhouette would be familiar, as the car would basically be an outgrown version of the middle-range GS, yet extremely modern. One of its main stylistic originalities was to be its concave rear window. Robert Opron signed his name down the blueprints.

To maintain itself at the forefront of innovation, Citroën capitalized on its partnership with Wankel: the CX would receive a rotary engine, a three-rotor version of the two-rotor powering the GS Birotor, launched in 1973. Alas, the complete failure of the latter, followed by the oil crisis which started in October of the same year, meant that Citroën reverted at the last minute to traditional engines, at first the 2.0 and 2.2-litre units which equipped the DS, though positioned transversally in the new car. This choice also meant that the CX, with its sloping bonnet designed with a compact rotary block in mind, would never accept any engine of more than four cylinders. Keep in mind that throughout its career, Citroën had always been criticized for not offering a six-cylinder version of its DS.

Disaster struck in 1974. The combined effects of the oil crisis, the failure of the rotary engine program and the high cost of developing too many projects at once forced Citroën down to its knees. The collaboration with Fiat, initiated six years earlier, was dissolved, and the company was swallowed by Peugeot. To make up for the losses, the CX was rushed into production at the end of the year.

The early release brought two major problems. First, the range (one body, two engines) was too basic to fully succeed to the DS, which production stopped in early 1975. Second, the car was riddled by many problems, which took years to ably address. More heart-warming for Citroën was the Car of the Year award which the CX received during the same year.

Limited at first, as it has already been said, the CX range developed little by little. During the second half of 1975, a long-wheelbase chassis allowed the introduction of both a station-wagon and a special saloon aimed at official use, the Prestige. The following year saw the presentation of a 2.4-litre version, based around the DS 23 engine, and of a 2.2-litre diesel, the first of its kind to bear the double chevron. Despite many changes of identity, the models existing by then would be the CX’s offering for years to come.

The CX's sales were strong, though it was soon apparent that its heir would not outshine the legendary DS. Its career would therefore be shorter than that of its predecessor. Citroën engineers started to work on their new top-of-the-line car. Alas, PSA Group was in dire straits financially, and unable to sustain all of the needed projects of Peugeot, Citroën and the newly acquired Talbot, ex-Simca. A CX replacement would have to wait.

Citroën did what it could to extend the life of its flagship. Turbochargers did the trick in 1984, the year a very quick GTi Turbo and the fastest diesel saloon in the world, the 2.5-litre Turbo-D, were released. The following year, cosmetic changes allowed Citroën to boast the launch of the CX Série 2. These efforts were to no avail: the sales were now irremediably slipping down. In 1989, the long awaited successor of the CX, the XM, finally hit the market, initially lacking a station-wagon, which allowed the large break versions of the CX to be produced up to 1991.

Along its 17-year career, the CX had seen 1.2 million copies made, down from the DS's total of 1.5 million. Regretfully, there is no doubt that a fully independent Citroën launching a better tested car could have done much better.

About the models

Model: Citroën CX
Year: 1974
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.56 of its Nos Chères Voitures d’Antan press series
Acquired: brand new, in May 2006, in France

Not a great model overall. Probably my main complaint would turn on the odd yellow headlights with which Ixo fits many of the models bound for Altaya’s Voitures d’Antan series. As my friend Frank pointed aright, French cars of the era made themselves conspicuous on European roads with their yellow lights, rather than white ones. But the headlights looked white when the lights were off, as it wasn’t the lenses that were tinted, but the bulbs. As a result all of Ixo’s models such equipped have a strange look. Though I only saw pictures of it, in the same price range Universal Hobbies’ version of the same car (no.8 of the Passion Citroën press series, courtesy of Atlas), seems a much better choice. I’ll limit my rating to 10/20.









Model: Citroën CX 2200
Year: c.1974
Maker: Norev
Scale: 1/43
Distributed by: Norev Jet Car, ref. 845
Acquired: offered brand new, c.1982, in France

Quite accurate for the times! I’ll refrain from giving a rating to this one.









Model: Citroën CX Prestige
Year: 1978
Maker: Universal Hobbies
Scale: 1/43
Distributed by: possible production overrun, originally intended for Atlas as no.62 of its Passion Citroën press series
Acquired: brand new but with neither box nor stand, in January 2007, in Hong Kong, S.A.R.

The relatively large volumes guaranteed by press releases allowed Universal Hobbies to develop the tooling needed to produce the long-wheelbase version of the CX. Its choice went to a 1978 model, built after the roof had been slightly raised in order to offer more headroom to the passengers riding at the back, many of them cabinet members or important businessmen. Details are crisp and model is pleasant, though the front end could have certainly been better rendered, limiting my rating to 11/20.