Ferrari 550 and 575M

A little history

Back to the basics! After exclusively building mid-engined sportscars for almost a quarter of a century, Ferrari returned to the classic front-engine/rear-wheel-drive layout in 1996. The car was the 550 Maranello, a strict two-seater despite its large size, that had been elegantly styled by Pininfarina. Ferrari’s goal was to cater for customers wanting more comfort than the F355 could offer, without sacrificing performance. Taken from the 456 model, a 5.5-litre DOHC V12 would see to that: 485 hp could bring the heavy 550 Maranello (though extensive use of aluminium tried to keep the weight down) to a 323 kph top speed, while accelerating from 0 to 100 could be achieved in no more than 4.5 seconds. Though racing duties were in theory reserved to the nimbler F355, some private teams soon had their eyes on the Maranello, which was developed into two main GT racing versions: the GT in 1999, and the GTS two years later. Both were designed by independent engineering companies without Ferrari’s support.

On the other hand, Ferrari introduced a convertible version of the 550, the limited-production Barchetta. First seen in October 2000 during the Mondial de l’Automobile in Paris, the exclusive Barchetta was designed for classy high-speed cruising on a sunny day – better keep the magnificent automobile in its stable if rain showers were forecasted, as its fabric top wasn’t designed to withstand highway speeds... even legal ones.

In 2002, Ferrari felt it was time to update its car. Various improvements were made, notably the fitting of a bigger 5.7-litre, 515 hp engine. A semi-automatic gearbox derived from the transmission used in Formula One was also made optional. Following this displacement increase, the car was logically renamed 575M Maranello (the “M” standing for modificata). In 2005, the previous 550 Barchetta found a successor in the 575M Superamerica, noted for its original retractable glass roof, a world first which eliminated the somewhat ludicrous soft top of the otherwise fantastic Barchetta.

Taking note of the laurels the 550 had gleaned in motor racing, Ferrari decided this time that the 575M would be developed into a competition version, but the resulting model, the 575 GTC, proved a disappointment.

The 575M was produced until the end of the 2006 model year, when it was succeeded by the brand-new 6.0-litre 599 GTB Fiorano, introduced a few months before during the Geneva motor show.

About the models

Model: Ferrari 550 Barchetta
Year: 2000
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.24 of its Ferrari Collection press series
Acquired: brand new, in May 2006, in Souillac, France

A good model - notice the gorgeous wheels - though it’s always a pity to see nice Ixo models being disfigured by painted mirrors in order to keep their prices down in press series guises. My rating: 13/20.







Model: Ferrari 575M Maranello
Year: 2002
Maker: Ixo
Scale: 1/43
Distributed by: Ixo “Ferrari” series, ref. FER003
Acquired: brand new, in May 2008, in Manila, Philippines

A few tasteful details added make all the difference between a genuine Ixo and a common Altaya. Superb is the word that comes to mind. I’ll give a well-deserved 15/20.









Model: Ferrari 575M Maranello
Year: 2002
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.4 of its Ferrari Collection press series
Acquired: brand new, in March 2005, in Souillac, France

Altaya’s version of the previous car comes in an elegant, if somewhat plain-looking, silver paint. It is also deprived of a few details, justifying a lower 13/20.





Model: Ferrari 575 GTC Maranello
Year: 2004
Event: 2004 Le Mans 24 Hours, driven by John Bosch, Danny Sullivan and Thomas Biagi (retired)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.61 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in May 2006, in Souillac, France

The detailing of models from this early collection was lower than it is in today's press series, but the busy decoration helps, to some extend, to hide this model's shortcomings: 13/20.





Model: Ferrari 550 GTS Maranello
Year: c.2001
Event: 2005 Le Mans 24 Hours, driven by Patrice Goueslard, Olivier Dupard and Vincent Vosse (finished 12th)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.6 of its Les Monstres Sacrés de l'Endurance press series
Acquired: brand new, in April 2007, in Souillac, France

That the factory-designed 575 GTC wasn’t the success it was expected to be is made plain by this 550, raced as late as 2005 by Larbre Compétition. Ixo did a good job for Altaya, which series offers better quality standards than it has been in the past. The rear spoiler looks much real for it is rather thin – take care, that also means fragile in case of clumsy handling. My rating is 15/20.

Ebro F-108

A little history

It’ll be brief as, to say the truth, I don’t know much about this vehicle…

The F-108 light truck replaced the Alfa Romeo-based F-100 in 1971. It was barely a facelifted version of its predecessor, powered by a Perkins engine – the Spanish branch of this diesel specialist having been quite conveniently taken over by Ebro during the previous decade. With 1760 cc and a 22:1 compression ratio, this inline four, dubbed the “4108” – hence the new vehicle’s name – promised 48.5 hp DIN. Spain being relatively closed to imports at that time, the F-108’s success was guaranteed.

Though Nissan gradually took over Ebro during the Eighties, the old truck remained in production, though modernized several times. Under the name Nissan Trade, it was built until 2002.

About the models

Model: Ebro F-108
Year: c.1971
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.32 of its Furgonetas de Antaños press series
Acquired: new with neither box nor stand (probably a production overrun or quality control reject), in January 2007, in Hong Kong, S.A.R.

Definitely an original model for a non-Spanish collector – too bad then Altaya reserved to the sole Spain the series for which it has been made… Nice decoration and correct quality at an affordable price: 12/20. Note that other variants of this Ebro have been distributed by Altaya, but unfortunately all of them too were only sold within Spain.

Ferrari 512

Some posts require time and efforts to write. This should be relatively easy this time, as we’ll discuss about a car and an era I’m fond of…

A little history

After a short hiatus in 1968, Ferrari returned to endurance racing in 1969, only to find that its rival Porsche had taken the highest spot in this category, and would be difficult to dethrone. Ferrari bet on the 312 P (for “3-litre V12 prototype”), versus the huge 4.5-litre powering Porsche’s 917. Without much surprise, the Scuderia was utterly beaten. Notwithstanding defeat, Enzo Ferrari decided to fight back in 1970 with a 5-litre car, the maximum displacement allowed. There was a slight difficulty: the rules stipulated that sportscars above 3 litres should be produced in a minimum of 25 copies. The cost of building such a series of high-performance machines was staggering. To finance the project, the Commendatore decided to sell half of the stock of his beloved company to Fiat. One of the most important choices he ever made in his entire life, it probably was – but certainly not one of the happiest. The 512 S, designed for the 1970 season, was indeed powerful, but also heavy and fragile. Further development was needed while Porsche, which had introduced its 917 in the midst of the previous season, was now fully prepared. To make things worse many experienced pilots had deserted Ferrari to drive for one of the many teams fielding a 917.

The expected clash never really happened. Though Ferrari maintained the illusion of competitiveness for a while, even scoring a lucky victory at Sebring thanks to a last-minute charge by Mario Andretti after all favourites had retired, Porsche soon proved unbeatable. Near the end of the season, the Scuderia introduced an evolution of its car, the 512 M, which corrected some of the flaws of the 512 S. Jacky Ickx demonstrated how fast the new machine was. Would the ruthless battle finally occur in 1971? Alas, no. With new rules allowing only 3-litre cars no more than one year away, Ferrari decided to abandon its 512 and use the whole season to fine tune a new spyder, the 312 PB, so it can be ready by 1972 – no teething problems to fear this time…

That the Scuderia lost its interest in it didn’t mean the 512 would retire. Many private teams were still running cars updated, for the majority of them, to “M” standards. Best of them was Roger Penske’s Sunoco, with the fast Mark Donohue as its forefront pilot. Penske’s 512 M often seemed able to outpace the 917s, only to retire or be slowed down by mechanical problems. Neither the American team nor any other outfit racing 512s was receiving from Maranello the technical support it could have legitimately expected, while many Porsche customers could be considered semi-works for the help given to them by the German company was important. Of these two conceptions, Ferrari’s was neither the most modern nor the most efficient. As a result, the company’s tally remained desperately blank that year.

To conclude, the 512 was probably one of the worst disappointments Ferrari ever encountered, winning only one championship race in two years, with that only by sheer luck on its second outing. The company’s control had been handed over to Fiat, to no avail. But what a wonderful failure the 512 was! Today it typifies the sportscar of the era as much as the 917 does, and, with serious development and more professionalism from the Scuderia, could have certainly been a convincing contender as its potential was distinct.

About the models

Model: Ferrari 512 S “Coda Lunga”
Year: 1970
Event: 1970 Le Mans 24 Hours, driven by Hughes de Fierlant and Alistair Walker (finished 5th)
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.23 of its Ferrari Collection press series
Acquired: brand new, in May 2006, in Souillac, France

Not the best 512 S around – well, how much for the same car by BBR? Proportions are not necessarily ideal but this model could have ended up worse. I’d give a 12/20 rating.











Model: Ferrari 512 M
Year: 1971
Event: 1971 Le Mans 24 Hours, driven by Sam Posey and Tony Adamowicz (finished 3rd)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.35 of its Les Monstres Sacrés de l'Endurance press series
Acquired: brand new, in December 2008, in Souillac, France

Much better here. This North American Racing Team’s 512 M is a joy to look at from most angles, though the highly visible engine is poorly detailed. Conspicuous too is the absence of a small opening above the cockpit – what’s the purpose of a roof-mounted mirror without one? My rating is 14/20.

An announcement: pictures update

I’ve finished uploading a large quantity of new pictures, then taking notes of the links to each of them in order not to have to look for those later. I now have the necessary material for many more posts, but first of all, I wanted to update the pictures from a few old articles. Here is the detail of the changes made:

- Chrysler 160 / 180 / 2 litres (C-Car): dark and somewhat blurred, the two old pictures have been replaced.

- Citroën CX: to the lone picture of the long-wheelbase version has been added two more shots. Those of the standard version have been replaced by four new ones.

- Peugeot J7 and J9: as promised when first published, the pictures presenting the J9 police van were only temporary, and gave way to brand-new shots. At the same time, I replaced those of the other police van in this post, the J7.

- Vauxhall Viva: the poor-quality pictures of the Viva Brabham have been replaced by new ones, possibly better, but only slightly and with which I’m still not satisfied.

Bugatti Type 57

A little history

Bugatti entered the Thirties with an intricate range that didn’t make much logic for a low-volume manufacturer as the Alsacian company was. Starting in 1934 a single product replaced all previous models: the Type 57.

Based around the reliable 3.3-litre straight eight engine, the Type 57, or T57 in short, still featured rigid axles front and rear, a concession to Bugatti’s tradition that caused some disappointments among motorists. Apart from this detail the T57 was a brilliant car, which 135 bhp promised good performance, with notably a top speed in excess of 150 kph. To make things even better, due to the interesting rate of the French Franc at that time, it was a bargain on some export markets, notably in Great Britain.

Many variants of the T57 were built, the best known being the T57S with a lowered chassis, the T57C fitted with a Roots compressor, and a rare T57SC which combining the characteristics of the previous two models. Furthermore, with Bugatti then shying away from Grand Prix racing due to the domination of German teams Mercedes-Benz and Auto Union, most of its racing cars from that time were sportscars based on the T57.

Though it was possible to buy a bare chassis in order to have a one-off body built by a specialized coachbuilder, the T57 proposed a range of extremely attractive factory-designed bodies, notably the elegant Atalante and the rakish Atlantic, which are today much sought after by wealthy collectors.

Unfortunately, the T57 is also linked to a tragedy that sealed the company’s future. While testing the T57 that had just won the Le Mans 24-hour race on a road supposedly closed to traffic, Jean Bugatti, the company’s main engineer and designer, and heir of founder Ettore Bugatti, swerved to avoid an irresponsible bicycle rider, crashed into a tree and was instantly killed.

Several hundreds of T57 were built until 1940, while a handful of T101, based on this pre-war model but fitted with an updated body, were additionally constructed as late as the early Fifties.

About the models

Model: Bugatti T57G Spyder
Year: 1937
Event: 1937 Le Mans 24 Hours, driven by Jean-Pierre Wimille and Robert Benoist (finished 1st)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.19 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in June 2004, in Souillac, France

Altaya released this model among its “24 Heures du Mans” collection some years ago now. Though Ixo’s model is quite correct, the original wire wheels have been replaced by cheaper… things… well, I don’t really know how to call them, but I do know that they spoil most of the car’s beauty. I certainly won’t give more than 11/20 for this – and I’m perhaps generous here.









Model: Bugatti T57SC Atlantic
Year: 1938
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.18 of its Voitures Classiques press series
Acquired: brand new, in August 2006, in Souillac, France

Another Altaya release, and this time a much better one. Not surprisingly this model compares favourably to Solido’s rendition of the same car, which is now a collector’s classic but definitely shows that it has been designed decades ago. Altaya’s version is finished in a beautiful blue – any other colour for this particular model would have been tantamount to criminal. Wire wheels are rather “thick” though, an inescapable fact due to Altaya’s cost-cutting choices. My rating is 13/20.





Model: Bugatti T57S Atalante
Year: 1939
Maker: Solido
Scale: 1/43
Distributed by: Solido
Acquired: second hand with stand but without box, in December 2008, in Brive, France

A recent addition to my collection, this is the well-known Solido version of the Atalante. Though simple by today’s standards, the model still looks rather nice. I’m lucky enough that mine is painted in a beautiful black and blue combination – as indicated, it’s a second hand model, so I didn’t have much choice – as not all Solido’s Atalante look this nice, or authentic. Though some details would be better reproduced should the model be designed today, it still deserves a place on any collector’s shelves. I’d give it a 12/20.







Model: Bugatti T57C Spyder
Year: 1939
Event: 1939 Le Mans 24 Hours, driven by Jean-Pierre Wimille and Pierre Veyron (finished 1st)
Maker: Ixo
Scale: 1/43
Distributed by: Ixo "24 Heures du Mans" series
Acquired: brand new, in December 2007, in Manila, Philippines

This model shows all the difference there can be between a genuine Ixo and a cheaper Altaya-distributed one. This 1939 racer is fitted with very nice wire wheels – in my humble opinion an Ixo specialty – that do much to make it a true gem. Other details, notably inside the cockpit, are beautifully done too. A very nice model which undoubtedly deserves a 14/20.

(I'll replace the following picture as soon as I find in which carton this model can be.)

Renault Celtaquatre

A little history

To face the strong competition offered by Citroën and Peugeot during the second half of the Thirties, Renault fielded the Celtaquatre. Unlike its rivals, it was a very conservative car, devoid of bold technical solutions, as in the Citroën Traction Avant, or progressive styling, as with the Peugeot “Fuseaux Sochaux” line. Introduced in May 1934, this 1.5-litre, four-cylinder popular car was built until 1938, when it was replaced by the Juvaquatre, which was to be sold for almost two decades.

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

About the model

Model: Renault Celtaquatre
Year: 1936
Maker: Norev
Scale: 1/43
Distributed by: M6 as no.20 of its Renault Collection press series
Acquired: brand new, in October 2005, in Souillac, France

Too bad the overly simplified grille let down this otherwise well proportioned model, which includes many details. Only being picky will one notice that the door handles aren't separate parts and the position lights on top of the front wings aren't painted. A nice touch is the stencilled plate numbers, very reminiscent of the Thirties. My rating: 12/20.

Lancia D24

A little history

Under the management of its founder Vincenzo Lancia, building quality and technical innovation were the keywords at the Lancia company – this allowed few space for such trivialities as motor sports… despite the fact that Vincenzo was a former racing pilot himself. All of this gradually changed after his death in 1937. His wife Adele took over for their young son Gianni. In 1945, now aged 21, Gianni Lancia formally assumed the direction of the firm with the assistance of Vittorio Jano, his technical director. Young Italians’ dreams were then filled with motor racing glory. Gianni Lancia was not different from other young men of his age, and Jano, made famous by his involvement with Alfa Romeo between the wars, would not be the one to discourage him.

During the early Fifties, Lancia launched an ambitious assault on motor racing. The company became involved in sportscars and Formula One races, with two different Jano-designed machines: the D24 and the D50, respectively.

A D20 model actually preceded the D24, appearing at the Mille Miglia early in 1953. A totally new design, the D24 soon followed its footsteps, being first entered at the Nürburgring 1000 kms in August of the same year. The D24 was indeed fast, but many a time and oft had to retire for mechanical failures. A resounding success finally came in the most trying event of them all: Lancia placed its D24s at the two highest spots in the 1953 Carrera Panamericana’s rankings.

Expectations were high in 1954. At first Lancia could rejoice: for the first time in its history, the company won the Mille Miglia. Then during the rest of the season, the D24 proved again undoubtedly brilliant but too fragile a machine. Jano developed a D25 but, as it turned out, it was only raced once before the expensive sportscar program was cancelled. Though far from dominating with a car that still needed much more development in order to reach its full potential, Gianni Lancia decided to pursue still higher goals, and launched its company in Formula One.

Though Lancia's bankers were alarmed, Vittorio Jano could rejoice at the prospect of his return onto the Grand Prix stage. For this he designed a new car, the D50. This advanced single-seater featured side-mounted fuel tanks, allowing for better handling than most of its rivals, which still had their tanks fitted in the rear tail, totally upsetting the weight distribution as races progressed and their tanks were emptying. The D50 appeared late in 1954. For its first race, the Spanish Grand Prix at Barcelona, its driver Alberto Ascari took the pole position in practice, drove the fastest lap during the race and retired while in the lead – a promising debut!

Now concentrating exclusively on Formula One, Lancia started its first full season in the most prestigious competition of all in 1955. More money was pumped into the company’s racing program which, in view of the results recorded thus far, was extremely expensive. Then, tragedy struck during the Monaco Grand Prix: Ascari, missing the chicane, plunged into the port’s waters. Rescuers came to the help of the unfortunate pilot, who could be brought to the surface after spending some long, anxious moments stuck in his sinking car. A rest would have done no harm after such a stunt, but Ascari didn’t want anything like this, and headed for Monza. With Lancia out of sportscars racing, he had received permission to race for Ferrari in non-Formula One events and, only four days after his dreadful accident, decided to test a 750 model for Lancia’s archrival. No one will ever know for sure what happened: Ascari left the track at high speed, was thrown out of the car and died moments later – some speculate that he kept sequels from his previous accident and fainted while entering the curve.

Without its star driver and in an increasingly dramatic financial position, Gianni’s dream was rapidly turning into a nightmare. In June 1955, he and his mother sold their shares of the company to businessman Carlo Pesenti. Coffers were empty, making the pursuit of a motor racing campaign out of the question. The whole Formula One outfit was ceded to Enzo Ferrari and his team who, with money, time and expertise, turned the D50 into a championship-winning thoroughbred.

About the model

Model: Lancia D24 Spyder
Year: 1953
Event: 1953 Carrera Panamericana, driven by Juan Manuel Fangio (finished 1st)
Maker: Brumm
Scale: 1/43
Distributed by: Brumm
Acquired: brand new, in March 2008, in Montpellier, France

Brumm soldiered on much longer than most of its rivals, stubbornly producing its models in Italy rather than the unavoidable China, and maintaining a wide range of original models sold at a fair price. This die-cast is quite representative: though quality, both in terms of design refinement and even more workmanship, is not extremely high, it received a splendid paint job and nice decals, and is very acceptable overall – well enough to award it a 13/20.

An announcement: labels alteration

You have perhaps already noticed that the labels for all posts have been slightly altered. I followed the advice of one of the followers of this blog (well, don't lie to yourself Lorenzo: the only follower actually...) who rightfully found them confusing. Well, a blog doesn't allow the same freedom with regards to presentation as an internet site does, but nonetheless I'd try to make things better, so labels featuring dates or car brands are now separated from the rest and placed on top of the list. Hopefully this will ease browsing through older posts.

Any further comments are welcome!

Lamborghini Espada

A little history

Thanks to its extraordinary 350/400GT and Miura coupes, Lamborghini, a newcomer on the Sixties supercars scene, enjoyed a large share of limelight from the very start. The aforementioned models being, respectively, a 2+2 and a strict two-seater, the Sant’Agata factory decided its next model would be a true four-seater, promising comfort at high speeds over long distances.

Lamborghini’s plans first materialized as the Marzal prototype, unveiled at the Geneva motor show in March 1967. Collaboration with Bertone was retained, so the Marzal was again signed by Marcello Gandini, though the flowing lines of its Miura gave way to the angular style that would be the trademark of this design studio for many years to come. Nonetheless this brutal helm tilting, the Marzal’s appearance was again impressive, featuring low, long lines and characteristically immense glazed area – the gullwing doors were almost entirely made of window panes, including in their lower parts. Another striking trait of the Marzal was its loophole-styled grille encompassing six tiny headlights. After Geneva, Lamborghini tested the public’s reaction even further by lending its prototype, which was fully functional, as a pace car for the Monaco Grand Prix.

The production version of the Marzal was unveiled one year later, almost to the day as the event again took place in Geneva. Some of the prototype’s features, and most notably its peculiar doors, couldn’t reasonably be incorporated into the final design, but the new car retained its extremely low and elongated look. With some logic, Lamborghini named its coupe Espada, the Spanish word for “sword”.

Though the outside was totally new, the Espada got all of its mechanical parts from its maker 's parts bin. Engine was therefore the well-known 3.9-litre V12, tuned to 320 hp and mated to a 5-speed manual gearbox. Each wheel received a servo-operated disk brake and was independently suspended through McPherson struts. With an announced top speed of 250 kph, Lamborghini had created nothing less than the world’s fastest four-seater.

The Espada’s exceptional styling, good handling and low cabin noise were praised, but a few critics soon surfaced. Some found the dashboard fuzzy and unpractical. Others didn’t like the driving position, and said the heavy steering was tiring. Lamborghini addressed these remarks by releasing a Series 2 in 1970. This new version benefited from a totally redesigned dashboard and optional power steering, along with a more powerful engine borrowed from the Islero S (still 3.9-litre, but around 350 hp) and ventilated disk brakes. A Series 3 was introduced in 1972: the interior was again modified, while power steering, now deemed a necessity, finally became standard, most probably to satisfy the growing share of Americans among Espada customers. This latter point was made all too evident by the simultaneous announcement of an optional automatic transmission, provided by Chrysler. This attention to the needs of the American market, though understandable, particularly at a time when the company’s fortunes were starting to falter, also brought unfortunate bumpers for 1975. The new units indeed satisfied U.S. regulations, but disfigured the purity of the original design. The Espada’s production extended until 1978 – placed in receivership during the very same year and struggling for its survival, Lamborghini had neither willingness nor financial means to replace it.

About the model

Model: Lamborghini Espada
Year: 1970
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 3,024 pieces
Acquired: brand new, in May 2006, in Manila, Philippines

I have always loved the Espada, so I also had to love this model, as Minichamps succeeded in incorporating in its tiny die-cast all the beauty of the original. Every single detail is present, perfectly rendered, but above all, the arresting and immediately recognizable proportions of the Espada are here. I’d give 16/20 to this model.