Graham 96 and 97 “Spirit of Motion” (aka “Sharknose”)

A little history

In dire straits by the late Thirties, Graham attempted what had succeeded back in 1932 with its “Blue Streak” line: to create a car with a body so modern that it would inspire the whole automobile industry. The result was called “Spirit of Motion”, a vehicle that would look as if moving even when parked. A very aggressive front grille with horizontal vents matched the front wings with their enclosed headlights. Even the wheel arches reflected this research for a visual perception of motion.

Under the striking skin, the new Graham was much more conventional. Continental provided its six-cylinder, 3.6-litre engine. The standard block could rely on 90 bhp to power the base Model 96. With an optional supercharger the Graham would become a Model 97, advertised for 116 bhp.

The motoring press liked the Spirit of Motion line – not the American public. Slightly more than five thousands were built for the 1938 model year: the Spirit of Motion wasn’t the expected saviour. With pockets emptier than ever, Graham couldn’t change much of its car for 1939. Modifications were limited to the removal of the running boards. Nevertheless the company was able to create two more bodies, a two-door sedan and a coupe. This widened choice allowed the sales to climb… by only a few hundreds, sadly. Bearing up under adverse circonstances, a few more of these cars were built as 1940 models, before they were replaced by the Graham Hollywood, courtesy of a deal with Hupmobile that had just negociated businessman Norman De Vaux.

About the model

Model: Graham Model 97
Year: 1939
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.13 of its Voitures Classiques press series
Acquired: brand new, in August 2006, in Souillac, France

Altaya proposed a Graham, once again built in Ixo’s Chinese factory. Its choice didn’t go to the mainstream sedan but to a rather unfamiliar convertible, built as a one-off in 1939 – Graham certainly didn’t have the resources needed to put such a low-volume vehicle in regular production. How nice this die-cast could have been if only Ixo would have succeeded in reproducing the front wings as well as it did the bonnet. Alas they cannot be more dissimilar to the shape of the original ones, betraying the very meaning of the Spirit of Motion look. No need to try comparing the two at length, just look for a photo of the real car and place it next to the pictures posted below – you’ll then understand why I didn’t give more than 8/20 to this die-cast. It should be added that this model is branded as a “Sharknose”, a nickname the 1938-40 Graham didn’t receive until several years after its production had ended and consequently that I avoided using here.

Renault Kangoo

A little history

The Renault Kangoo was introduced in 1997 as a panel van, replacing the Express. A passenger version was also offered, and encountered an unexpected success – though Spartan, it was relatively cheap to buy and operate, sturdy, practical and roomy. A four-wheel-drive version was added in 2002, one year before the Kangoo’s career was extended thanks to a facelift. Production was interrupted in 2007, when a New Kangoo entered the scene.

(This car’s history will be expanded in due time, please be patient.)

About the models

Model: Renault Kangoo
Year: 1998
Maker: Vitesse
Scale: 1/43
Distributed by: Renault Boutiques, ref. unknown
Acquired: second hand with stand and box, in July 2006, in Brive, France

Vitesse used to offer a large range of Kangoos, including this panel van version sold through Renault dealerships. The model is good looking and well detailed, though the combined opaque headlights/bright orange turn signals seem somehow odd – I even thought for a time that its previous owner had tampered with them for reasons unknown, but pictures of brand new models seen on the internet rather point to a strange rendition of them by the Portuguese brand. Decoration has been neatly applied, and doors can be opened – though I never took any chance. A 13/20 rating to this model.





Model: Renault Kangoo
Year: 1998
Maker: Solido
Scale: 1/43
Distributed by: Hachette as no.36 of its Sapeurs Pompiers de France press series
Acquired: second hand in original blister pack, in December 2008, in Brive, France

Hachette didn't provide any date for its firefighters Kangoo, but Solido sells similar die-casts made from the same mould as 1998. This variation looks desperately bare, sporting no other decoration than two logos on the doors. The plate numbers are conspicuously absent, and even the Renault badge is nothing more than a bump on the bonnet – no decal has been applied. Rear lights are plain red, though headlights and turn signals are somewhat more refined. In addition, the wheels are nothing short of ridiculous and the rear bumper has been poorly assembled on my model. Not exactly good, even for a press release, this model cannot reasonably fetch more than 7/20.







Model: Renault Kangoo
Year: c.2003
Maker: Norev
Scale: 1/43
Distributed by: Norev, ref. unknown
Acquired: brand new but with neither box nor stand, in January 2007, in Hong Kong, S.A.R.

A much better model than the previous one, Norev’s model of the facelifted Kangoo is excellent, notably sporting very well done rear lights. My rating: 14/20.

Fiat Ritmo

A little history

Fiat introduced its Ritmo at the Turin motor show in 1978. During its development the Italian manufacturer’s attention had mostly been on Bertone’s styling, which left no one unmoved, rather than on the technical side, for the Ritmo was heavily based on the already known 128 model, retaining its front-wheel-drive technology and 1.0- to 1.5-litre engines. Though sold at an extremely fair price, the little car struggled more and more through its career to attract buyers, particularly outside its native Italy. Building quality was typically low, and performances were anything but exciting. Fiat tried to add glamour to its car by introducing a sporting version, the 105TC (1.6-litre, 105 hp), in 1981, followed shortly thereafter by an even more aggressive Abarth 125TC (2.0-litre, 125 hp), the latter having the dubious distinction of being the last car ever produced in Abarth’s own facilities.

A 1982 facelift which introduced a milder look and the addition of a convertible (again due to Bertone) and a Regata saloon didn’t change the Ritmo’s fate. By 1988, 1.8 millions had been made – not too bad at first sight, but a rather poor result nonetheless when compared to some of its closest rivals. The Ritmo disappeared silently, and was replaced by the more successful Tipo.

(This car’s history will be expanded in due time, please be patient.)

About the models

Model: Fiat Ritmo 75CL
Year: 1979
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.81 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in May 2007, in Souillac, France

Not much to complain about Ixo’s work here, except once again the Chinese maker’s bad habit of fitting yellow headlights to most models intended for Altaya’s French series. Rating: 13/20.









Model: Fiat Ritmo 125TC
Year: 1981
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.9 of its Fiat Story press series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Not a great Norev. The distinctive plastic bumpers, which encompass the grille up front, are much cruder than the ones from Ixo, and furthermore aren’t as carefully adjusted to the body. Another typical touch, the round door handles, are painted a solid black, making them practically unnoticeable. Windshield wipers and radio antenna are made from a black plastic and look way too thick. I won’t give more than 11/20 to this model.

Nissan Laurel

A little history

The Laurel stood in the upper part of Nissan’s range, just a notch below the luxurious Cedric, for almost thirty-five years. Based on a Prince project, the first Laurel was introduced in April 1968.

Exactly four years later the original car was replaced by a brand new model powered by engines ranging from a 1.8-litre four to a 2.8-litre six in later versions. Customers had to choose between a saloon and a hardtop coupe, so gracefully nicknamed “pig’s ass” by the witty Japanese due to its heavy, American-influenced “coke bottle” tail.

These two cars were replaced by a third generation Laurel in January 1977, followed by five subsequent versions, successively launched in 1980, 1984, 1989, 1993 and 1997. Production of the Laurel was finally cancelled in 2002.

(This car’s history will be expanded in due time, please be patient.)

About the models

Model: Nissan Laurel SGX
Year: 1972
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Oldies" series ref. 43561 (white) or 43563 (green)
Acquired: brand new, in February 2007, in Hong Kong, S.A.R.

These models are among my favourites in Ebbro’s range of vintage Japanese cars, as they represent an original car (Laurels were seldom sold outside Japan throughout their career) that is both good looking and masterfully executed in scale. The body sports many separate parts, including the door handles, the side turn signals, the scoops on the C-pillars and the crest on the boot lid. Ebbro didn’t forgo quality inside its model, and of all splendid details the steering wheel is probably the most stunning. Upholstery being colour-keyed, I have a preference for the green version of this car which offers, in my opinion, a better contrast of tints than the white or the brown. As a result, I sold my white Laurel since these pictures were taken. I’d give 15/20 to these beautiful die-casts.

Austro-Daimler ADR Bergmeister

A little history

Arguably the most famous of all Austrian automobile manufacturer, Austro-Daimler got deeply involved in motor racing during the Twenties. The six-cylinder ADR, more performance-oriented than its lavish cousin the ADM, exploited the image thus created. Introduced in 1927, the ADR’s main particularity was its all-independent suspension, at a time when most cars still had two rigid axles. The ADR evolved into the upgraded Bergmeister, fitted with a 3.6-litre engine. Unfortunately the very poor economic situation Austria had to face during the next decade forced the prestigious company to its knees. In 1934 it was forced to merge with Steyr, and its production stopped before the end of the year.

(This car’s history will be expanded in due time, please be patient.)

About the model

Model: Austro-Daimer ADR Bergmeister
Year: 1933
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.44 of its Voitures Classiques press series
Acquired: brand new, in October 2007, in Souillac, France

This is another model that I’d place among the best this press series has to offer. A nice albeit rare touch is the photo-etched mascot standing on the radiator, though mine wasn’t glued straight – no model car can be perfect, particularly in this price range. Also, the hood's scissors are probably a little too thick, but overall this die-cast deserves at least 14/20.

Peugeot 302 Darl’Mat

A little history

During the Thirties, Emile Darl’Mat ran an important Peugeot dealership in Paris, and also made himself famous for the sportscars built in his workshop. None became better known than his very first machine, based on a Peugeot 302 chassis fitted with a 2.0-litre engine taken from the 402. A little more than a hundred of these were sold as stylish coupes or convertibles, easy recognizable with their waving “rivets” on both sides of the bonnet, a trendy Art Déco touch. These exquisite creations were signed by coachbuilder Pourtout.

The Darl’Mat proved themselves as fast on the track as they were elegant on the road, and were regular competitors in the 2-litre class at the Le Mans 24 Hours. Production was interrupted by the war, though Darl’Mat continued to design special cars based on Peugeot platforms – one of them will appear in a future post about the 203.

(This car’s history will be expanded in due time, please be patient.)

About the models

Model: Peugeot 302 Darl'Mat
Year: 1937
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.40 of its Collection Peugeot press series
Acquired: brand new, in October 2007, in Souillac, France

Somehow the Darl’Mat coupe, a splendour inspired by other Pourtout creations for the Bugatti T57’s chassis, doesn’t look as good when reproduced as a scale model by Norev. It certainly isn’t an ugly duckling, but it seems to lack some of the allure the original still displays on old sepia pictures. The front grille isn’t far from ridiculous, and furthermore is flanked by two headlights that aren’t among the most realistic ones due to the highly visibly stems that hold them in place. The choice of the body’s dark blue colour, albeit highlighted by a fine red line running along the bonnet and around the small passenger compartment, is also questionable – I personally think, but it’s probably a matter of taste, that a light to medium grey would have done wonders to enhance the car’s natural beauty. I’d give 11/20 to this model.







Model: Peugeot 302 Darl'Mat
Year: 1937
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.42 of its Voitures Classiques press series
Acquired: brand new, in June 2007, in Souillac, France

Going their way hands in hands once more, Ixo and Altaya strode straight up to the obvious trap and plunged into it. Unlike what is commonly but erroneously written, there has never been a car named the Peugeot 402 Darl’Mat – it was definitely a 302, though as we saw above, it was powered by a 402 engine. Insufficient research once again? The two old cronies obviously called their model a 402.

So the whole affair starts poorly… and doesn’t get better when the die-cast itself is examined. Ixo’s took its inspiration from a model still extant today, going as far as copying its modern plate number. Too bad for a car that is more than seventy years old… Nonetheless all errors you could find about this car would be nothing with regards to the huge problem this model has: its windshield is glued straight up on the body, in such a way that I can’t help thinking Ixo probably confused this neat tourer for a jeep. I cannot possibly award more than 7/20 to this thing.









Model: Peugeot 302 Darl'Mat
Year: 1937
Event: 1937 Le Mans 24 Hours, driven by Charles de Cortanze and Maurice Serre (8th overall and 3rd in class)
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.8 of its Collection Peugeot press series
Acquired: brand new, in June 2006, in Souillac, France

More than anything else while collecting die-casts of race cars I enjoy backmarkers. Norev could have chosen the class-winning Darl’Mat from 1938 but instead selected a relatively obscure entrant that wasn’t even the fastest of all Peugeots in the Sarthe in 1937 – just what I like! The model is correctly made, though not particularly impressive. More than anything else the grille is a liability to the front’s appearance. Inside the tiny cockpit, the all-black wheel unfortunately looks extremely toyish. On the other hand the beautiful blue paint perfectly becomes this model, to which I’ll give 12/20.

Volkswagen Golf (1974-1993)

As I mentioned the Volkswagen Golf in my post about the Simca 1100, why not discussing about this car now?

A little history

Replacing a car like the ubiquitous Beetle undeniably wasn’t an easy task for Volkswagen. The company was in the same situation as, for example, Citroën was with its 2 CV: the car still had a large base of fans though it was already outdated, but transposing the original concept to a modern vehicle was seemingly impossible. Citroën, to stick to the same example, had found that the updated Dyane didn’t sell as well as the older 2 CV to which it was supposed to succeed. A bad approach to the problem? Volkswagen’s answer was totally different.

The Beetle’s heir, dubbed the Golf, was a compact hatchback, a body style that made sense for a popular car and was then rapidly gaining popularity. The engine would be water-cooled, placed in front, and would drive the front wheels. It couldn’t have been a most complete departure from its predecessor! The rounded look that gave the old car its nickname would give way to a cube with sharp corners, drawn by Giorgetto Giugiaro in a then-favoured style. Furthermore the Golf would not be limited to its two-door guise, as a four-door version was also introduced. Separate body construction was replaced by a modern unibody. Emphasis was put on an efficiently designed passenger compartment concealing the car’s small exterior measurements, and on building quality, a trait that German vehicles had become known for. Actually, there was nothing revolutionary about the Golf – again, we have seen how the Simca 1100 purportedly served as an inspiration for the German engineers –, but it concentrated all the best that could be packaged in a little car by the Seventies.

After five years of studies, Volkswagen finally unveiled its Golf in May 1974. The oil crisis was barely half a year old; the introduction of the new car couldn’t have been better timed. First impressions from journalists and customers alike were excellent: the Golf was practical, economical, had a faultless handling and though a little anaemic when powered by its standard 1.1-litre engine, offered first-rate performance with the optional 1.5-litre block. The Golf’s near perfection translated into an immediate and overwhelming success, both in Europe and in America where it was introduced a few months later as the Rabbit. The Beetle’s heir was a worthy one.

By 1975 Volkswagen added to the range a new model that would popularize the hot hatchback concept: the GTI, fitted with a 1.6-litre engine delivering 110 hp, quite a lot in those times for such a little car. For the 1977 model year, a diesel-powered version was also introduced. Quite the opposite than the GTI in essence, its 1.5-litre engine promised astounding economy at the cost of lumping performances.

The Golf’s range increased dramatically for 1980, with the appearance of many new models. First of all, the car entirely succeeded the Beetle when a replacement for the venerable car’s most admired version, the convertible, was finally launched for 1980. As its predecessor had been, it was developed and built in cooperation with coachbuilder Karmann, hence continuing an already long partnership. For the customers with tastes conservative enough to dislike the hatchback’s silhouette, was introduced a new Jetta fitted with a conventional boot. Finally, a pickup, the Caddy, was also created.

Almost seven million Golfs were built, making the car almost as difficult to replace for Volkswagen as the Beetle had been. The company chose to create a new Golf by doing nothing more than updating the first generation’s concept. Therefore the Golf “II” was to some a disappointment when introduced in August 1983 (the new Jetta appeared a few months later, in January 1984). Slightly bigger and fitted with larger engines, the new Golf was externally very close to its predecessor. Despite the few critics the car’s qualities were overwhelming, and it consequently sold as well as its first incarnation. The latter wasn’t totally replaced, though. The Golf II’s top was never chopped off, so the first generation convertible carried on for many more years. On the other hand, Volkswagen introduced a four-wheel drive version of the Golf, the Syncro, in February 1986. A not-so-indispensable Golf Country, again with four-wheel drive and additional ultra-high ground clearance and various protective devices, was also offered.

The third generation Golf hit the market in August 1991. It grew again in size, to a point that it could barely be called a popular car anymore – this place had been taken by the Polo in Volkswagen’s range. A 2.8-litre V6 version and an estate were even introduced, substantiating the fact that the Golf was now a middle-range vehicle. Some of the Golf II’s models were produced until 1992, bringing the final tally above the six-million mark for this second generation. Curiously, the old Golf I convertible (don’t forget this one!) was built even longer, until it was finally replaced by a Golf III ragtop in the 1994 line-up.

About the models

Model: Volkswagen Golf GTI
Year: 1975
Maker: Detail Cars
Scale: 1/43
Distributed by: Detail Cars, "Platinum" series ref. 270
Acquired: brand new, in April 2006, in Manila, Philippines

This is Detail Cars’ idea of a first-generation Golf GTI. The Italian has never been particularly conscientious when it came about the historical details of the models it reproduced, so while this GTI is presented as a 1974 model, the real thing wasn’t introduced before the following year. This die-cast was certainly great when it first sold during the Nineties, for it is still a rather decent model today, though the absence of registration plates makes it look a little odd, particularly from the rear. Badges would have sometimes needed to be more carefully applied, as they aren’t exactly what you can call straight. The dashboard seems somewhat bared, though if you carefully examine behind the wheel you’ll find that the gauges have been reproduced. Giving 12/20 to this model seems fair. A last note: Detail Cars used exactly the same moulds to create a plain Golf model. As the front grille sports a little flat rectangle on its left side where the “GTI” badge is glued, this detail also appears on this model, obviously without any marking but still disturbing.





Model: Volkswagen Golf
Year: 1980
Event: 1980 Rallye d'Antibes, driven by Alain Cudini, result unknown from me (please help!)
Maker: Detail Cars
Scale: 1/43
Distributed by: Detail Cars, "Platinum" series ref. 480
Acquired: second hand from a friend and fellow collector, in April 2006, in Manila, Philippines

Detail Cars simply changed the decoration of its Golf to create this model. Its work stopped here, for nothing has been changed inside the model. The pilot and co-pilot therefore enjoy a level of comfort seldom seen in a rally car, but the combined absence of bucket seats and harnesses would probably make hairpins a dreadful experience… Externally a battery of lights has been added up front, while the mirrors have been removed, not to be replaced by any other, though I doubt the original car wasn’t fitted with any. Again, no plate numbers for a car that necessarily had to be driven on the road. More annoying is the fact that the decals spell the name of the race as “Rallye de Antibes” (“Rally de Antibes” as for the model’s stand), while “Rallye d’Antibes” would have been correct. Guys, before planning a new model, either get pictures good enough or buy a magnifier! I’ll reduce my rating to 10/20, though this model has the advantage of originality for rally car enthusiasts.





Model: Volkswagen Golf GTI
Year: 1984
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.93 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in November 2007, in Souillac, France

This is another of these Voitures d’Antan “late-series”, of which several have already appeared here. Once again it comes straight from Altaya’s Spanish Nuestros queridos coches collection, betraying the French series original purpose, but at least Ixo made an excellent job reproducing this car. Though the inside is entirely made of black plastic without any decoration apart from the small decal reproducing the gauges, the outside has been skilfully done. The model is particularly faithful when looked at from the rear, where emerges one of the best exhausts I’ve ever seen for a model in this price range. My rating: a well-deserved 14/20.

Indian Chief

A little history

What's left to be said about the Indian Chief? It would probably appear among the half-dozen most iconic motorcycles in history, and it certainly is the most glamorous of them all. Launched in 1922, it rapidly eclipsed the Scout as the American manufacturer’s most popular product, and was built until the company’s demise, in 1953. At first it retained an improved version of the V-Twin, 1000 cc engine from the previous Powerplus model, though enlarged to 1200 cc as early as 1923. The needs of the U.S. Army during World War Two ensured that Indian’s factory was used to its full capacity, but the major part of the military contracts nevertheless went to Harley Davidson, Indian’s rising competitor. As soon as the conflict was over the gap hopelessly broadened between the two companies, putting Indian, once the biggest motorcycles manufacturer in the world, in dire straits. In 1950 the Chief’s displacement was again enlarged, to 1300 cc – to no avail. By 1953 the production was interrupted. For a time Indian confined itself to rebadging imported motorcycles, but left an open field to Harley Davidson regarding heavy V-Twin cruisers.

After an attempt to launch a modern-day Indian failed in California, a new company, owned in majority by British interests but set up in Kings Mountain, North Carolina, revived the name. An outstanding motorcycle intentionally built in very limited quantities, the latest Indian model, symbolically named Chief, was introduced for 2009. Should the third millennium Indian honour the glorious names it bears, let us wish it the best fortune may bring.

About the model

Model: Indian Chief
Year: 1948
Maker: Maisto
Scale: 1/18
Distributed by: Maisto, ref. 31313 (note: same reference was used for three different colours - red, yellow and this blue)
Acquired: second hand with stand but without box, in April 2007, in Brive, France

Maisto launched this milestone of American motor history back in 1997, and this model is unfortunately long sold out. The same company also produced a 1:10 scale version of the same motorcycle, as long as a 1:18 rendition of the smaller Indian Four. Maisto didn't provide any clue about the vintage of this Chief on its stand, but the 1:10 being presented as a 1948 model, I assume its smaller sister is from the same year. Overall the model appears nice, but on closer inspection the wire wheels are quite thick, and the typical fringed saddle looks rather simplified. Furthermore, the engine seems to be exactly what it is: two symmetrical parts of bright plastic glued together. Excellent models of the Indian Chief exist in 1:18... but not at the same price, so I suppose a few drawbacks have to be accepted. I'd give 12/20 to this model.

Talbot-Matra Murena

A little history

In 1980, some representatives from Matra presented to Peugeot, which had just taken control of Simca, the project they had developed as a replacement for their Rancho. This “P-18” was a much larger vehicle able to carry a whole family and its luggage. Peugeot, left penniless by the huge operation it had just carried out by taking over all of Chrysler’s European operations, refused to finance the project, though Matra was reassured that it would handle the production of the Bagheera’s successor, the Murena.

The Murena project had actually started in 1976. The new car was to correct all the mistakes of the Bagheera. The overall layout was to remain the same: that of a mid-engine, sporty-looking automobile fitted with three side-by-side seats. Equipped with a rather plain 1.3-litre Simca, the Bagheera didn’t deliver the performances its outstanding look promised. This time, the base engine would be a 1.6-litre block, with a 2.2-litre optional, the latter with several performance packs available. The PRV V6 was considered for a time, but unfortunately this didn’t materialize. Aerodynamics were perfected at length, extensive wind-tunnel testing allowing the Murena to be, with a Cx below 0.33, the sleekest of all the world’s mid-engine sportscars from its launch until the Eighties’ twilight. Another common complaint about the Bagheera turned on its tendency to rust. A new method of warm-galvanizing the entire chassis was put in place – the Murena was the first mass-produced car in the world to be applied such a treatment, and Matra was so certain that the problem had been solved that it offered a six-year warranty against corrosion to all buyers of a new Murena.

The new coupe was introduced in haste at the Paris motor show in October 1980, but sales were delayed until spring 1981, while some technical problems were being solved. Though the car’s design was stunning, its higher weight versus that of its predecessor reduced to nought the effects of the power increase. Handling and comfort were praised, but performances were still too limited for a coupe with such a high price tag – the Bagheera, at least, had been a relative inexpensive car…

Peugeot, which was then pruning its less profitable branches, denounced its agreement with Matra in July 1983. For a few months, the small manufacturer carried on alone. By December, the final Murena was built, the last of a series of only slightly more than ten thousands. Was Matra in trouble? On the contrary – its plant needed to recover its full capacity in order to start a new endeavour. The company’s future had just been secured, thanks to a contract signed with Renault, which terms awarded to the junior partner the construction of its resurrected P-18 project, sporting the famous diamond-shaped badge. Matra was building the car, but Renault needed to find the name: it chose Espace.

About the model

Model: Talbot-Matra Murena
Year: 1981
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.13 of its Les Belles Années Simca press series
Acquired: second hand with stand and box, in October 2007, through mail from a fellow collector from Rouziers de Touraine, France

Despite a small price hike, newer Altaya models are certainly better bargains than the older ones. The simplified details of the models previously sold by the Spanish distributor have been replaced by die-casts which quality has never been closer to genuine Ixo than it is at present. Models from the Simca series are among those, and this Murena is certainly remarkable all around. The paint chosen was the most commonly seen on this car, adding to its realism. My only reserve could be brought by the rearview mirrors, which glass is still painted in silver, rather than reproduced by a reflective part glued in place. I'd give 13/20 to this model.

Lancia Astura

A little history

Lancia kept the highly innovative Lambda in production during the whole Twenties, and even if this car could still be considered modern by the early Thirties, decided to remain one step ahead of its competitors by introducing its successor, the Artena, during the 1931 Paris motor show. As for the Dilambda, a “super-Lambda” of sorts, it gave way to the Astura.

Though the Artena was powered by a V4 as the Lambda had been, a 2.6-litre V8 was designed for the Astura. The job was so cleverly done by Lancia’s engineering team that the larger block could fit in the very same chassis as the smaller one, while most cars of the time would require different wheelbases in order to accommodate their diverse engines. Rather squarish and unexciting, fully-bodied cars were available from the factory but, particularly in the case of the top-of-the-line Astura, many new vehicles were sold as bare chassis, then sent to various coachbuilders who finished the construction. Farina designed a huge number of the custom-built Lancias, while a non-negligible quantity was penned by Castagna.

Two series of the larger Lancia were built up to 1933, when a third evolution (Astura 233) was introduced, now offered in two wheelbase lengths (the shorter one being roughly the same size as the second series’ platform, while the new extended chassis provided more freedom to the coachbuilders working on the Astura). The engine was also enlarged to 3.0-litre, now providing 82 bhp, enough to bring the heavy car to 130 kph. The “233” remained available until 1937, when the fourth and final Astura series was introduced. Now undisputedly a luxury car, this “Astura 241” had an even longer wheelbase, well suited for limousines and coupes de ville, though the Stabilimenti Farina skilfully designed superb roadsters and coupes fitting to its huge chassis.

Despite the fact that the 1.9-litre Artena had been retired in 1936, its bigger sister the Astura lingered until 1939. The story of these two fine automobiles wasn’t totally over, though. The needs of the fascist regime drove Lancia into resuming the Artena’s production in 1940. During the next two years, more than five hundred additional cars were constructed to cater for officials and to serve as ambulances. In 1942, two Asturas were also built. The worthy heirs of the Lambda then left for good.

About the models

Model: Lancia Astura, body by Farina
Year: 1934
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.16 of its Voitures Classiques press series
Acquired: brand new, in August 2006, in Souillac, France

First comes a model produced by Ixo for Altaya. Of all the many custom bodies drawn for the Astura, Ixo opted for a Farina convertible, probably because it was one of the most popular among the non-standard designs. Despite a brilliant two-tone paint, this version nonetheless seems somehow bashful when compared to the astonishing creations Farina later produced for the fourth series. Details are many, but not necessarily reproduced with the highest degree of subtlety. In particular, doors look particularly unrealistic. Overall this model can be considered a slightly below-par offer among the large Voitures Classiques collection, worth 11/20.







Model: Lancia Astura Gran Lusso, body by Farina
Year: 1935
Maker: Solido
Scale: 1/43
Distributed by: Solido, “Âge d'Or” series ref. 4169
Acquired: brand new, in July 2003, in Brive, France

Once a great name in the industry, Solido now seems to have fallen into the deepest of sleeps for many years. Most of the pre-war classics the French brand proposes are models left unchanged since the Sixties, sometimes removed from production only to be reintroduced later, which obviously don’t compare favourably when faced with recent die-casts. There are some exceptions, though. In 2000, Solido released one of its best models in years, a superb Astura, that is so nicely reproduced that I’m still wondering if this model, built in China rather than in France, couldn’t have been a Detail Cars’ project on which Solido put his hands after the Italian company’s collapse. This said, back to the model itself. Based on a Farina-bodied coupe still extant today, it not only benefits from a very accurate design incorporating many separate parts (though the windshield wipers are unfortunately reproduced the old way - moulded with the windshield), but also from excellent workmanship, which is not always the case with the brand’s other products. A 14/20 mark seems fully justified – for a moment I even considered giving more than this.