Mercedes-Benz 600

A little history

After World War Two, though its executives had initially declared that the company had “ceased to exist”, Mercedes-Benz’ production was painfully restarted. Among all of its pre-war models, the company select the most popular ones (that is, “popular” by comparison) at the expense of the most exclusive. Despite the many difficulties that laid ahead of such a car maker in a country brought to its knees by military defeat, Mercedes-Benz made it into the Fifties, helped by its extraordinary reputation, its spotless record for reliability and its popularity among taxi operators.

Just a few years later, Mercedes-Benz was again a major player on the automotive scene. In 1951, it significantly introduced a top-of-the-line 300 model (W186). It entered production in November, marking the company’s return in the luxury field. Passing through four successive stages, the 300 was built until 1962, being gradually replaced by the W111 “Heckflosse” in 1959 and the W112 in 1961.

Though the 300 had been nicknamed “Adenauer”, by reference to the then-German chancellor Konrad Adenauer’s use of four different 300s, the W112 wasn’t made for heads of state and monarchs. A better suited vehicle was still due to be launched.

This car, the 600 (W100), finally appeared in September 1963, entering production during the following year. Powered by a massive 6.3-litre V8 engine (and not a 6.0-litre as its name could have implied), the 600 could boast performances that few sports cars of the time could, notably a 200+ kph top speed and a very good handling despite its extreme size and weight. Nevertheless, it was as a luxury car that the 600 was obviously built. One of its most striking characteristics in relation with comfort was the use of an adjustable air suspension, resulting in an extremely smooth ride. A centralized hydraulic system also allowed the 600 to benefit from power-everything: even the boot could be closed automatically. Disk brakes on all four wheels were fitted as standard, as was an automatic transmission. In fact, the 600 was so exceptional that it was voted “best car in the world” in 1967. Not surprisingly, such quality comes with a price – quite literally. A very expensive car, the 600 was boxing in the same category as the Rolls-Royce, nothing less, which limited its production to very low volumes.

The base model was a large four-door limousine (many sources speak of a saloon, but having six side windows, even the smaller 600 is, stricto sensu, a limousine), available with or without glass separation between the front and rear compartments. In standard guise, the 600 was already astonishing, but even more incredible was to come as the Pullman, set on a stretched chassis. Seating seven, the 600 Pullman could be acquired in four- and six-door forms. In addition, a landaulet, this rare type of body in which the rear seats are covered by a collapsible top, was also available and became a favourite for the pope and several African dictators alike.

The oil crisis hit the world late in 1973. The production figures of the 600 were already low; the plummeted even further, making useless to plan a replacement for the car, which external design was showing wrinkles by that time. The career of the 600 thus extended until 1981, when the venerable limousine finally retired.

About the models

Model: Mercedes-Benz 600 Pullman
Year: 1963
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.2 of its La Légende Mercedes-Benz press series
Acquired: brand new, in January 2008, in Souillac, France

A few years ago, Ixo released a very nice 600 that logically joined the series initiated by Altaya. Pluses include the photo-etched star on top of the radiator, and the very nice treatment of the rear compartment, which features curtains and handle straps. A good 15/20 for this model.





Model: Mercedes-Benz 600 Pullman
Year: c.1968
Maker: Vitesse
Scale: 1/43
Distributed by: Vitesse
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Vitesse's reproduction of a 6-door Pullman is older than Ixo's rendition, though it doesn't show so much. Though the famous star isn't photo-etched and therefore the front doesn't necessarily compare favourably, Vitesse fitted its model with silver plastic mouldings round the wheel arches (these parts are only painted on the Ixo) and the exhausts, though somewhat large, are hollow. All in all both models are equal in terms of quality and detailing so I'll again give a 15/20.





Model: Mercedes-Benz 600 Landaulet
Year: c.1968
Maker: Vitesse
Scale: 1/43
Distributed by: Vitesse
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Vitesse also made a 6-door landaulet (how many of the real thing have ever been built?) based on its limousine. The silver paint of the one I put my hands onto becomes it perfectly. I'm now looking for a 1/43 banana republic dictator to place at the rear. Again, 15/20.

V.P. - Renault

A little history

Well, this time no “little history” at all actually, as to write this post I’m lucky enough to have the whole story of the cars built by Just-Emile Vernet and Jean Pairard… but not within reach! You’ll have to wait a little before knowing more about these nice Fifties curiosities, based on Renault 4CV mechanical parts.

About the models

Model: V.P. - Renault “barquette”
Year: 1952
Event: 1952 record run at Montlhéry - eight world records broken
Maker: Eligor
Scale: 1/43
Distributed by: Hachette as no.14 of its 4CV Renault press series
Acquired: brand new, in December 2008, in Souillac, France

Eligor decided to reproduce the record-breaking V.P., certainly a more important model than its Le Mans version from an historical point of view, but probably less attractive for a die-cast collector. At any rate, the Le Mans V.P.s are available from Bizarre, and as Eligor’s model is rather attractive, it is well worth 14/20.











Model: V.P. - Renault R1062 “coach”
Year: 1954
Maker: Eligor
Scale: 1/43
Distributed by: Hachette as no.10 of its 4CV Renault press series
Acquired: brand new, in December 2008, in Souillac, France

The unfortunate V.P. coupe that Renault refused to endorse was also reproduced by Eligor among Hachette’s collection dedicated to the 4CV. Apparently the die-cast maker drew a lot from the car in the Flins collection. Its headlights appear slightly too low while its bonnet seems a little too flat, but on the other hand the Flins’ V.P. apparently isn’t an original car but a reproduction, so who knows, as no other V.P. seem to have survived, how close Eligor is from the real thing? Besides, it looks as accurate as and better detailed than the expensive Paradcar version. Rather attractive despite its (few) flaws, this model is still worth a fine 13/20.

Chrysler 160 / 180 / 2 litres (C-Car)

A little history

By the late Sixties both Rootes in Great Britain and Simca in France were designing new top-of-the-range models. By 1970 both were also part of the Chrysler group, with the immediate effect that only one of their respective projects would proceed to the production stage. This gave the opportunity for their new American owners to discontent both the French and the British. The beautiful mock-ups that Bertone had made for Simca were scrapped, to be replaced by a Roy Axe design which seriously lacked personality. On the other hand, the V6 engine that had been studied in England and had gone as far as being heavily tested was also shelved, only modest four-bangers being retained for production. Furthermore, though the initial plan was to produce the car on both sides of the Channel, the British were virtually robbed of the car, which was ultimately built in Simca’s Poissy plant.

Typically the 160 and 180 models (their names reflecting the 1.6- and 1.8-litre capacities of their engines) were introduced at the Paris motor show in October 1970 – on the British market, the car would just be another import. Initial reactions from journalists were almost unanimous: too soft suspension and tricky handling, inglorious engines though precise steering. For the 1973 model year, Chrysler tried to add some prestige to the range with a “2 litres” variant, only forgetting when making vinyl roof and automatic transmission standard that the Europeans’ motoring taste somewhat differed from the Americans’. Adding such oddities to the car didn’t help, and the already poor sales continued to sink.

When the C-Car had been introduced in 1970, it was supposed to open a long and prosperous era of cooperation between European and American partners. In the end, it was the only locally-made vehicle ever to bear the Chrysler name in the Old World. By mid-1978, Chrysler was nearing a complete financial collapse. So you thought the present situation was never seen before? Well, back in the Seventies, Chrysler still had large assets around the world to get rid off in order to keep itself buoyant – nothing like this right now. Actually, the whole of its European operations didn’t bring so much cash: just one dollar, to be exact... That’s the purely symbolic price Peugeot accepted to pay to take over all of Chrysler factories in France, Great Britain and Spain – which came with huge debts to fill.

Never really developed by Chrysler, the C-Cars wouldn’t be more by Peugeot, which had its own 504s and 604s battling on the very same market, not mentioning the CX built by Citroën, a brand it had also taken over four years earlier. In 1979, the 160 became the 1609, while the 180 was renamed 1610, with little changes other than designations. A few more were built until early 1981, when the car retired at the term of a long but unhappy career. A modern and promising car, the Talbot Tagora, stepped in – deemed to a much shorter but equally miserable life than that of its predecessor…

About the model

Model: Chrysler 180
Year: 1974
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.51 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in May 2006, in Souillac, France

During the Seventies, the 180 certainly was a much bigger success for Majorette in 1/60 scale than it was for Chrysler in full scale. I had many of the former, which brought me to like the latter at an early age. It’s therefore a pleasure to own one today in 1/43. Though it’s far from being Ixo’s most beautiful rendition, it positively above par when compared to other offers by the Chinese company. I’d give a 13/20 to it. Please note that Altaya since then released the “2 litres” version in its Simca collection.

Volkswagen Iltis

A little history

The VAG group answered the need expressed by the German army for a light four-wheel-drive vehicle by proposing the Typ 183 “Iltis”, an Audi but in name. Its engine was indeed a 1.7-litre Audi, as was the 4WD transmission that would soon find its way into the Quattro.

The Volkswagen Iltis competed with Mercedes-Benz for the lucrative market and, thanks to a lower price, clinched the deal with the military. Production started in 1978. Ironically, MB’s project, the G-Wagen, would enjoy a longer career and a much larger success than its rival.

The Iltis wasn’t a bad vehicle at all, but unfortunately, nobody apart from the German army really seemed to care. A few foreign countries bought handfuls of Iltis for their own soldiers, while the car’s launch on the civilian market proved a total flop despite the good publicity generated by a lucky win during the second Paris-Dakar rally in 1980. After fulfilling its last military contracts, VAG suspended the car’s production in 1988. Less than 10,000 had been built.

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

About the model

Model: Volkswagen Iltis
Year: 1980
Event: 1980 Paris-Dakar Rally, driven by Freddy Kottulinsky, navigator Gerd Löffelmann (overall winners)
Maker: Norev
Scale: 1/43
Distributed by: M6 as no.4 of its La Légende du Paris-Dakar press series
Acquired: second hand with stand and box, in April 2007, in Brive, France

Though the wheels and the canvas top and doors have this unfortunate "plastic look" about them, Norev's Iltis is good-looking overall. Mirrors are delicately done and the many decals are well applied. As all other models of this series, the base is made of yellow plastic moulded into a piece of Saharian desert, a thoughtful detail. I'd give a 13/20 rating to this model.

Volvo PV444 and PV544

A little history

Volvo designed the PV during World War Two, although shortage of raw materials pushed back the introduction date to 1947. Designed for economy and reliability, the PV444 was a rugged 1.4-litre car fitted with a body inspired by the latest American fashion. Despite the fact that separate wings and fastback design would age prematurely, the car’s qualities were sufficient to ensure its survival for the next two decades. In 1958, the original PV444 was replaced by the PV544, which updates were limited to a 4-speed gearbox and a one-piece windshield. Such was the popularity of the PV series, both within Sweden and without it – it was the first successful Volvo on export markets – that the company saw it fit to apologize for its demise through a series of advertisements published from late 1965 to early 1966. Its estate version, which had appeared in 1953, was maintained in production even longer, being built as the P210 Duett until as late as 1969.

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

About the models

Model: Volvo PV544
Year: 1965
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.78 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in April 2007, in Souillac, France

Though they were virtually unknown on French roads at the time, Altaya included a PV544 in its Voitures d’Antan collection – no need to tell more about this, as I already did many times before. This Ixo-built model is nice throughout. I’d give it a 13/20.







Model: Volvo PV544
Year: 1965
Event: 1965 East African Safari, driven by Joginder Singh, navigator Jaswang Singh (overall winners)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.48 of its Voitures de Rallye de Collection press series
Acquired: brand new, in May 2006, in Souillac, France

Based on the same mould as the above die-cast, Ixo had previously produced a rally version of the PV, also distributed by Altaya. It depicts the car that made Joginder Singh the most famous Kenyan driver from the Sixties to the Eighties, after he won the unforgiving East African Safari with the indestructible PV544. My rating is 14/20.

Ferrari Mondial

A little history

The Ferrari Mondial 8 replaced the Dino-born 308 GT4 in 1980. The questionable Bertone styling of the later gave way to a nicer Pininfarina design, but the need for a relatively long wheelbase still made it difficult for the Mondial to be a true beauty.

Born as a 3.0-litre coupe, the Mondial was also offered as a convertible starting in 1983, before receiving a 3.2-litre engine in 1985. In 1989, an updated Mondial t was introduced. Though roughly similar to the previous Mondials, the “t” saw its transversal engine turned by 90 degrees, becoming longitudinal while the gearbox remained transversal. This peculiar layout had been pioneered by a few Formula One Ferraris a few years before, and justified the “t” name. A brand new electronically-controlled suspension was another new feature. On the outside, the Mondial t was also modernized, finally giving up the busy and somewhat ungainly side air intakes of its predecessors and receiving cleaner, more discreet openings. Broadly criticized when first launched, the Mondial had finally reached maturity in its final incarnation. Nevertheless, its production was suspended in 1993, without receiving a direct replacement.

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

About the model

A graceful model that I regularly confuse for a genuine Ixo model rather than a “plain” press series. Well worth 14/20.

Model: Ferrari 3.2 Mondial
Year: 1985
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.47 of its Ferrari Collection press series
Acquired: brand new, in December 2006, in Souillac, France

Peugeot 305

A little history

Unlike what his name could imply the Peugeot 305, launched for the 1978 model year, wasn’t designed as a replacement for the 304, but rather succeeded the mid-range 404 which production had ended three years before, leaving a gap between the popular 304 and the middle-class-aimed 504.

Peugeot being better known for the reliability of its products than their boldness, there was nothing revolutionary about the 305. Power came from 1.3- or 1.5-litre fours, driven to the front wheels through an excellent gearbox. Peugeot’s reputation as a pioneer in the diesel engine field was uphold by a 1.6-litre block, soon replaced by the brilliant 1.9-litre "XUD" engine. Emphasis had been put on safety and, should a crash have occurred, the passengers of a 305 were slightly better protected than in most other vehicles of the time. Though the car was initially offered as a Pininfarina-designed four-door saloon only, an estate was added soon thereafter.

Passing through a slight mid-life facelift, the Peugeot 305 was built until 1988, until the brilliant 405 succeeded it.

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

About the models

Model: Peugeot 305 SR
Year: 1977
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.55 of its Collection Peugeot press series
Acquired: brand new, in December 2008, in Souillac, France

Norev removed the dust from an old mould in order to fulfil Hachette's order. Despite a nice paint and good looking decals all around, its age can't be hidden. Wheels are simplistic and much too narrow, wipers are not only moulded with the windshield but can be listed among the ugliest ever seen on a recent collectible, assembly of the front grille and headlights is far from perfect, etc. Furthermore this 305 looks like it's already on the summer holidays' road, the boot having to be particularly heavy for the car to look so low at the back (the real 305 actually used to ride quite high). I'd give 9/20 to it, and nothing more.







Model: Peugeot 305 GL
Year: 1980
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.97 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in December 2007, in Souillac, France

Why weren't Ixo and Altaya able to offer models this detailed from the very start of the series? I suppose increasing competition drove the two partners to improving their models. In particular, gone were the ugly red-only rear lights of the early die-casts from the Voitures d'Antan collection. This 305 for example, proposes very realistic lights both rear and front. It's actually the whole car that looks great, an even more commendable fact when considered Ixo chose to reproduce an entry-level "GL" model, a plain car devoid of all the glitter of the upper-range 305s. On the other hand, the passenger compartment is made of a depressing solid black plastic, so better keep your eyes on the outside. I'd give 14/20 to this fine reproduction.

Autozam AZ-1

A little history

During the late Eighties, Mazda decided to launch several new brands reserved for the domestic market. Autozam, which specialized mostly in kei cars, these ultra-small Japanese vehicles promoted by the local tax system, was one of them. Production started in 1990.

In September 1992, the spectacular AZ-1 coupe hit the market. Developed from a Suzuki prototype, it featured a mid-engine layout and gullwing doors – possibly the smallest sportscar ever to receive such a device. A 657 cc engine taken from the Mazda Carol powered the AZ-1. Fitted with a turbocharger, this small three-cylinder was rated at 64 hp, which was adequate for such a light car. Suzuki would handle the production, and sell an AZ-1 sister as the Suzuki Cara.

The pre-production tests that Mazda carried out showed a rather high level of interest from the Japanese public. Sadly, the odds were against the AZ-1. By the time the car was dispatched to the dealerships two serious competitors had seen light: another Suzuki vehicle, the Cappuccino, and the even more threatening Beat sold by Honda. Worse: the AZ-1’s price had been set way too high, at a time when Japan was enduring a recession. As a result the AZ-1 simply didn’t sell, and was phased out after 1994. Slightly more than 4,000 had been built, to which should be added 500 Suzuki Cara.

About the models

Model: Autozam AZ-1
Year: c.1992
Maker: Hotworks
Scale: 1/43
Distributed by: Hotworks
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

The AZ-1 was only sold in two colours, Classic Red and Siberian Blue, and I was lucky enough to find them both. Apparently Hotworks ended up with the same problem Mazda had with the real thing, and seemingly got rid of the very last pieces seating in its warehouse for a very kind price. These die-casts seem somewhat light in hand, but there’s nothing surprising for such small models with large roofs made of transparent plastic. They are as beautiful as you could hope for, with all details perfectly reproduced, though the wiper is moulded with the windshield. Unfortunately metal and plastic sections of the body could have been better adjusted together. I’d give a 13/20 to both these models.

Citroën TUB

A little history

Though generally forgotten today, the Citroën TUB (Traction Utilitaire de type B, or "B-Type Traction Utility Van") was a ground-breaking van back in 1939, the year of its launch. Actually, Citroën did in the commercial field what it had just done for the passenger cars with its Traction Avant, but unfortunately, World War Two would hamper the TUB’s career.

To say the truth, the TUB is arguably the world’s first modern van. Taking a lot from the Traction, it was a front-wheel-drive, unibody construction vehicle with a cab-over design. Suspension was independent thanks to torsion bars. Power came at first from the Traction’s 9 CV engine, before the 11 CV block became available. No less than seven cubic metres were available to pack boxes, cartons or any other stuff on the low and perfectly flat floor of the rear compartment, thanks to the driving shaft's absence. Citroën also seems to have been the first to incorporate a sliding door on the right side, allowing for easy access in the case a TUB would be used as a delivery van – an idea that made the vehicle so convenient that it would be unthinkable today that a panel van doesn’t have at least one of these.

The TUB’s production was restarted after the conflict, but for a limited time only. By the end of 1947, its successor was ready: the iconic Type H, which would be built until the early Eighties. Ironically, throughout its long career the H has always been referred to as the “tube” by the French public, a nickname accidentally referring to its unfortunate predecessor.

About the models

Ixo has had the pleasant idea of developing a mould for the TUB, that its involvement in many of Altaya’s press series fully justified. Here are two of them.

Model: Citroën TUB 11-T
Year: c.1940
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.10 of its Michelin press series
Acquired: brand new, in December 2006, in Souillac, France

If not due to a mistake, the two windshield wipers are evidence that Ixo's TUB is a 11 CV, and therefore from 1940 or later, rather than the more common 7 CV which had a single wiper in front of the driver. Even with two wipers the said driver would have probably been blind in anything heavier than light rain should the original van be fitted as its scale model is, the wipers of the latter being very far from touching the surface of the windshield. This said Ixo did a nice job here. Separate details are few but the decoration is nice enough to make it forget – note the amusing padlock on the rear door. Certainly a model worth 13/20.





Model: Citroën TUB 11-T
Year: c.1940
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.42 of its Nos Chères Camionnettes d'Antan press series
Acquired: second hand with stand and box, in October 2007, through mail from a fellow collector from Rouziers de Touraine, France

Same model as the above... and not, as it's now reproduced with its left tarpaulin screen raised (on the TUB, the right side screen was fixed, while the left one could be opened), unveiling cleanly lined boxes of bottles. Another nice model by Ixo – 13/20.

De Tomaso Pantera

A little history

The Pantera is the symbiosis of both the best and worst De Tomaso had to offer. When the car was released in 1970, the company was at an all-time high. Its previous model, the Mangusta, had been highly praised; the little firm was involved in Formula One; and traditional partner Ford had decided to distribute the new De Tomaso through its network in the U.S. What went wrong then?

Though not as striking as the Mangusta’s, the Pantera’s body, designed by Tom Tjaarda at Ghia, was certainly glamorous and immediately placed the new sportscar in the same category as the Ferraris, Maseratis or Lamborghinis. A mid-engine machine, the Pantera was powered by a more plebeian engine than some of its direct rivals, namely by Ford’s 5.8-litre V8 “Cleveland”, a block which on the other hand provided hopes for reliability, without impairing performance. The gearbox was provided by ZF. This use of widely built mechanical components also allowed the Pantera to be much better priced than its competitors. Alas, the fatal blow came from construction quality. Placed in the hands of the demanding American customers, built in such large quantities De Tomaso could only dream of two years before, poorly-built Panteras almost literally disintegrated, and furthermore rusted away at an incredible pace. As a consequence, Ford lost interest in its relationship with the small Italian company. In 1973, the year of the infamous oil crisis, the American giant denounced its agreement – De Tomaso was on its own.

It is probable that during the same period Alejandro de Tomaso, the company’s founder, had overestimated the capacities of its small concern. Rather optimistically, he had purchased Vignale, then Ghia. De Tomaso also extended its activities to two-wheel transportation, gained a controlling interest in both Benelli and Moto Guzzi at a time when the Italian motorcycle industry wasn’t at its best. Furthermore, De Tomaso purchased both carmakers Innocenti and Maserati. The latter was undoubtedly an operation that boosted De Tomaso’s pride as Maserati had been a fierce rival, but did nothing to improve the company’s finances.

During the following years, most of the elements of this small industrial empire had to be sold one by one to keep De Tomaso afloat. None of the two design studios proved profitable and, while Vignale was simply closed in 1974, Ghia was sold to Ford, which made good use of its famous name. Desperately ageing, the Pantera, by then built entirely by hand and sold in so small quantities that some even doubted it was still in production, finally retired in 1991. The Guarà replaced it, but by then De Tomaso had definitely lost touch with the highly competitive sportscar market, and production remained confidential. Both Maserati and Innocenti were sold to Fiat in 1993, and De Tomaso quietly and inexorably headed towards bankruptcy, which happened in 2004. Though apparently the company has not yet been liquidated, a close inspection at its internet site (http://www.detomaso.it) reveals that the latter has not been updated for the last seven years now – the Guarà is still described as being in production, though actually discontinued for a long time now. As luck would have it, you can even apply for a job online with a company that sadly only exists on paper…

About the model

Model: De Tomaso Pantera
Year: 1972
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 5,520 pieces
Acquired: brand new, in September 2007, in Manila, Philippines

Minichamps reproduced here a Pantera from De Tomaso’s sunny days, still immaculate in the original dress Djaarda designed for it. The German maker’s usual quality throughout: 14/20.

Renault Vivasix

A little history

Immediately recognizable as a Renault from its typical bonnet, the Vivasix represented one of the best automobiles French motorists who belonged to the upper middle class could purchase by the late Twenties. A relatively large automobile powered by a 3.2-litre straight six able to carry the hefty car at 130 kph, the Vivasix was built between 1926 and 1930, until totally superseded by the Vivastella, launched in 1929.

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

About the model

Model: Renault Vivasix PG2
Year: 1928
Maker: Norev
Scale: 1/43
Distributed by: M6 as no.37 of its Renault Collection press series
Acquired: brand new, in June 2006, in Souillac, France

A nice model, built with exceptional care considering it’s “only” a press release. A special mention should go to the tiny “VIVASIX” badge fitted to the front bumper and the four separate door handles. I don’t know what the agreement between the two companies exactly is, but this die-cast, branded as a Norev in “press” version, is also sold by Universal Hobbies (which provided part of the Renault Collection series with Norev) under the ref. 5059, albeit in a not-as-pleasing blue and black colour combination. My rating is 14/20.