Nissan Silvia (SP311)

A little history

During the mid-Sixties, Japanese automobile makers were rapidly breaking away from their isolation. One way to do so was to release vehicles created mostly as image-builders and technology showcases. In Nissan’s case, such a car was called the Silvia.

First seen during the 1964 Tokyo motor show, but officially released in April 1965, the Silvia was a very attractive coupe penned by Albrecht Goertz, a German designer already known for the BMW 503 and 507 models. Based on the Fairlady (SP310)’s platform, the car received the same 1.6-litre four, fed by two carbs, and the first all-synchronized four-speed gearbox in Japan. Unlike the Fairlady though, the Silvia was completely hand-built – even the body panels were shaped by hand. Obviously this made for an expensive and exclusive vehicle with a very limited production. A few hundreds were made during 1965, until an even more extraordinary vehicle, the 2000 GT coupe, was introduced. Though the Silvia was maintained in production, its output became even more limited afterwards and, when it finally left the scene in June 1968, only 554 had been built, despite the help of several Japanese police departments ordering a few of these fast cars as interceptors. Several years later, Nissan unearthed the glorious name for a new production car.

About the model

Model: Nissan Silvia 1600
Year: 1965
Maker: Norev
Scale: 1/43
Distributed by: Hachette Fujingaho as no.21 of its Japanese Car Collection press series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Though most of Norev’s Japanese models have been designed as cheaper versions of Ebbro’s in order to fulfil a contract for a Japanese press series, the scale version of the Silvia by the French model maker is rather well done - windows in particular deserve a special mention. My rating is 14/20.

Simca Vedette

A little history

By the early Fifties, discussions were easy between Simca and Ford. To cope with the new Aronde’s success, Simca wanted to increase its industrial capacities and develop its range. Ford S.A.F., the French subsidiary of the American giant, was willing to sell its large and modern Poissy plant, complete with the right to manufacture its range of V8 saloons and trucks. The deal was signed in 1954.

Simca’s new top-of-the-line model was the Vedette. The first generation Vedette had been produced since only 1948 but its bulbous body was now totally out of fashion. A few months before the agreement, Ford therefore introduced its second-generation Vedette, a large, chromed, slightly finned saloon which unmistakeably had a Ford look. Engine was again a V8, displacing 2.4 litres for 80 hp. The ride was as soft as could be expected from an American ersatz, while the gas consumption was, well, consequent...

Simca was all too happy with its new model. Though of Italian origins itself, it is interesting to see how the company maintained an American approach to this particular range, revising its models every year as was the habit across the Atlantic, adding more chrome, extending the fins, creating several lines with different names depending on their equipment, adding an estate presented as a luxury rather than utilitarian vehicle and, soon, going as far as introducing one of the only Continental kits ever seen in Europe!

Originally, the Vedette, sold as the plain Trianon, the fancier Versailles and the luxury Régence, sold rather well, appreciated by those who wanted a trendy American car without paying the hefty prices asked for the genuine thing. The roomy and well-appointed estate, called Marly, was introduced in 1956. Though the lack of an automatic gearbox was the only American touch that was absent from the car, a semi-automatic contraption was proposed as an option from 1957. Actually, the only real concern about the car regarded its brakes: the size of the wheels having been reduced to a small 13 inches, the surface of the drums was too limited for them to be truly efficient.

Nineteen fifty-seven was indeed a busy one for the Vedette. A heavily reworked car was being prepared, and was introduced at the Paris motor show in October. The cars were now christened Ariane 8, Beaulieu and Chambord. With new, tall rear wings, panoramic windshield, chromes all around, Dagmar-fitted bumpers and flashy two-tone paint, the Chambord was as American as Simca could make it. Nonetheless, an event had occurred a few months before that would change the car’s career.

A few months before, Great Britain and France partnered in a military plan set up to recover the Suez canal, which had just been nationalized by Nasser. Along the way, they garnered the help of the Israelis. The operation was a complete success, a few days being enough to grab back from the Egyptians this strategic passage between the Mediterranean Sea and the Indian Ocean. On the diplomatic stage though, this was another matter. Fearing that an increased communist influence in the region would be the outcome of the operation, the United States disavowed its allies. Ironically condemned by both Washington and Moscow, the Anglo-French task force, though victorious, had to withdraw. Triumphant, Nasser blockaded the canal by blowing up the ships seized while travelling through it.

So, what this all has to do with the Vedette, could you ask. Well, the closure of the Suez canal effectively deprived Europe from most of its much needed fuel, provided for the major part by oil fields recently discovered in the Gulf. With gasoline prices taking a steep rise and sales regulated by coupons in France, gas-guzzlers as the Vedette were facing hard days. Simca cleverly reacted by immediately introducing the Ariane, a model which combined the Vedette’s large body with the Aronde’s economical 1.3-litre four. This makeshift model encountered an instant success, while the sales of the V8-powered Simcas collapsed. Despite the introduction in 1959 of a truly automatic transmission, Simca’s “Rush-Matic”, and the addition of a luxurious Présidence (leather interior, glass separation between front and rear seats, telephone, and the above-mentioned Continental kit), nothing helped, so Simca subsequently gave up all efforts towards its Vedette in order to concentrate on more saleable models. The last Vedette was built in 1961, while the Ariane was retained for two more years. No successor was given to the Vedette, while the 1300/1500 followed the Ariane as Simca’s new top-of-the-line – a more modest car perhaps, but sold in much larger numbers!

It has to be noted that Vedettes were assembled in two countries outside France: by Chrysler in Australia, inaugurating a cooperation between the two companies that would last until the American corporation took over the French company, and, as our Brazilian friends shall know, in their own country, as late as 1969 as the restyled Simca Esplanada – a strange mix of Mopar’s Sixties-style front grille and rear ends, sandwiching a typically Ford central section dating back from the Fifties...

About the models

Model: Ford Versailles
Year: 1955
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.28 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in March 2005, in Souillac, France

A nice and rather accurate model. I think it’s fair to allow it a 13/20 rating.





Model: Simca Régence
Year: 1957
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.21 of its Les Belles Années Simca press series
Acquired: brand new, in December 2007, in Souillac, France

Another correct model by Ixo, though unfortunately betrayed by ugly wheels. My rating is 11/20.







Model: Simca Chambord
Year: 1958
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.41 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in October 2005, in Souillac, France

Good model with a nice paint but few separate parts - door handles and various decorations are moulded with the body then painted. But my main reproach is actually the fact that it has apparently been modeled from a collector’s car and features some elements (front position lights and hubcaps) that belong to different model years and are therefore incompatible. My rating is 12/20.







Model: Simca Présidence
Year: 1958
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.2 of its Les Belles Années Simca press series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

A very nice model, and my favourite Vedette when I was a child. Simca intended the car for businessmen and ministers. The latter almost never rode in it, preferring the Citroën DS. My rating is a good 14/20.





Model: Simca Ariane
Year: 1959
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.6 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

Perhaps riding a little too low but otherwise very acceptable and worth 12/20.





Model: Simca Vedette Présidentielle
Year: 1959
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.16 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

Nice and impressive version of the presidential parade car based on the Vedette, though some details such as the tricolore perched onto the bonnet somewhat lack finesse. Seldom used by the presidency as General de Gaulle disliked its American style, it nonetheless carried president Kennedy on his visit to Paris. My rating is 13/20.





Model: Simca Marly
Year: 1960
Maker: Eligor
Scale: 1/43
Distributed by: Atlas as no.11 of its Les petits utilitaires des années 50-60 series
Acquired: second hand with neither stand nor box, in October 2007, in Brive, France

Details can seem rather symbolic but that isn’t without reason, as Eligor is producing this die-cast from the moulds used by Norev to produce a plastic version of the same car during the Sixties. Having this car makes me very happy as I had the original Norev when I was a child - that is, until I unfortunately stepped onto it... To modern standards, this car is probably not worth more than 9/20, but once again, this is the reproduction of an old toy which, in its times, was splendid.

Enzo Ferrari

Today, a car of exception will celebrate this blog’s 200th post.

A little history

Though its cars can be hardly considered anything else than outstanding, Ferrari made it a tradition, starting with the 1984 GTO, to propose on a regular basis really exceptional machines to a selected few. The first of these cars to appear in the third millennium was the Enzo, presented during the 2002 Paris motor show. Priced at 665,000 euros, the Enzo nevertheless attracted well enough potential buyers, so all the production was pre-sold even before the first car left the Maranello factory. Being able to draw a check of such an amount wasn’t the only requirement to become the happy owner of an Enzo. Ferrari chose those among its most faithful customers – having bought at least five new cars from Maranello was a pre-requisite... Still, success was such that the construction of an extra batch of fifty cars, an addition to the initial 349 units which hardly made the car less exclusive.

So, what made the Enzo so exceptional? Certainly not its disputed styling. I read somewhere on a forum (no, I won’t give names) the opinion that the Enzo is “sexy”. I would have imagined that it takes some more curves for something to be called sexy, so the Enzo, with its protuberant nose and its stealth fighter’s look, hardly qualifies… More probably the exclusivity of this limited-run machine, and the appeal of its “bodied Formula One” approach were the ones to do the trick. Guaranteed performances also helped, thanks to a 6-litre, 660 hp V12, though it is probable that very few of its owners ever used the full potential of their rocket-on-wheels.

The last Enzo was delivered in 2004. This car also served as the base for the non-road legal FXX, possibly the most expensive toy on earth, and the Maserati MC12.

About the model

Model: Enzo Ferrari
Year: 2002
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.14 of its Ferrari Collection press series
Acquired: brand new, in September 2005, in Souillac, France

Fabbri proposed this correct Ixo-built, nero Daytona Enzo in its dedicated collection of Ferraris. If as myself you favour vintage and classic cars above modern ones, this is a choice your budget will thank you for. My rating is 12/20.

Citroën 350 to 850 models aka “Belphégor”

A little history

As a rule, style is not the main concern of engineers designing a commercial vehicle, but there has been exceptions. We already mentioned the Berliet Stradair, released in 1965. It closely followed another truck with a “different” design, the Citroën 350 to 850 series.

Launched in 1935, modernized in 1954 and 1958, the old U23 was due for replacement by the early Sixties. Citroën had designed the DS to succeed the Traction Avant, and was to repeat such a move on the truck market by unveiled the modern 350 to 850 medium truck series in 1964. Indeed, as the DS, style was signed by designer Flaminio Bertoni, who made the vehicle appear as a very modern cabover truck. Actually, some styling cues had been taken from the Ami 6, another of Bertoni’s creations.

On the smallest models, standard engine was a 2.2-litre four lent by the DS, while a 3.8-litre diesel was also available. Obviously, heavier models received larger blocks. Brakes also came from the DS, and were added a mechanical system balancing front and rear braking depending on the load. Models were rated from 6 tons for the smallest 350, to 12 tons for the 700. The latter version also had a variant able to pull trailers up to 19 tons in total weight. A model dedicated to carrying fluid, the 850 tanker, was rated at 12.4 tons.

The nickname “Belphégor” which was given to this series at the time of its launch and is still commonly used, referred to a popular TV series of the time, a mystery show bearing that same name.

About the models

Model: Citroën 350N
Year: 1966 (registration plate’s date)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.41 of its Michelin press series
Acquired: brand new, in April 2007, in Souillac, France

A rather original Belphégor, this model was touring France during the summer, stopping from beaches to beaches and guaranteeing there publicity for Michelin by providing entertainments and games for children. I have some doubt about the fact that this large truck is indeed a 350 rather than a heavier model, but Ixo’s die-cast is nice and colourful nonetheless: 13/20.









Model: Citroën 350N
Year: 1974 (registration plate’s date)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.50 of its Nos Chères Camionnettes d’Antan 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.

Ixo re-bodied its Belphégor to create this delivery van. The same rating as the previous one seems justified: 13/20.

Opel Rekord

A little history

During its whole history – thirty-three years – the Rekord always stood near the top of Opel’s range. Interestingly, though passing through many different generations, the Rekord featured for most of its life bodies that were insistingly looking at the other side of the Atlantic Ocean for inspiration, not only owning up to the American ownership of Opel, but also expressing the tastes of many European motorists of the time.

Born as a two-door saloon in March 1953, but also available as a convertible or an estate, the Rekord, or rather the Olympia Rekord as it was then called, was initially powered by a 1.5-litre four. Though this first Rekord had a short career which ended in mid-1957, it passed through several facelifts and, although it looked at first as a scaled-down Pontiac, it was not so easily identifiable with other GM products at the time it retired.

The second-generation Rekord (P1) gave up the “Olympia” name, relinquishing any affiliation with its predecessor. It also appeared even more Americanized, as it now enjoyed two-tone paints, wraparound windshields and small fins at the rear. Such gimmicks would rapidly become obsolete, so this car’s life was even shorter than the Olympia Rekord’s, ending after only three years. Its successor was the P2, which was basically a re-bodied P1. The P2 was much squarish, and did away with wraparound windshields and curved side mouldings. Actually, the P2 had been designed to resemble the larger Kapitän, Opel’s offer in the luxury field. Though wheelbase was unchanged, the P2 also saw the introduction of the first four-door Rekord saloon, a welcomed addition.

Generations of Rekord continued to succeed each other at a rapid pace. In March 1963, the new Rekord “A” introduced a new style which, this time, did away with the Kapitän connection. Still, the link was soon re-established, as in March 1964 the Rekord, as a sign of the increasing fortune of the German middle class, was offered with an optional 2.6-litre six lent by Opel’s upper range. From July 1965 a facelifted Rekord “B” had a very short career (eleven months) but, significantly, introduced rectangular headlights – another styling cue borrowed from the latest Kapitän – which replaced the traditional round ones, and was at last powered by brand-new engines.

The Rekord “B” prefigured its successor’s style, though the straight horizontal lines that characterized American design during the early Sixties now gave way to the new “Coke bottle” styling gracing the “C”. Another American touch, a semi-fastback coupe was introduced, as well as a trendy vinyl roof. Separating the wheat from the chaff, Opel set up a new series, christened Commodore, for the six-cylinder cars. A symbol of the growing success of this German product, the “C” was also built in many countries abroad and, more specifically for our Brazilian friends, was the basis for one of their most ironic cars, the Chevrolet Opala, which would still be in production years after the very name Rekord would have disappeared.

Entering production in August 1971, the Rekord “D” marked a milestone as the car’s simpler body finally started to escape the influence of American styling that, having become too excessive and extravagant, was no longer en vogue in Europe. It also saw the introduction of the range’s first diesel engine, a 2.1-litre four.

The first Rekord fitted with a purely European body was the “E”, introduced in August 1977. Today, it can appear a little boxy, but was perfectly up-to-date back then. Furthermore, in order to face the threat of two futuristic models about to be launched by its rivals, the Audi 100 and the Ford Sierra, Opel’s designers cleverly facelifted the “E” in August 1982, successfully extending its lifespan up to July 1986. Once again the Rekord was available as a six-cylinder Commodore but also, as the slow-selling six- and V8-powered Opel behemoths had been sacrificed on the altar of economy shortly after the beginning of the oil crisis, as two new models: the luxurious Senator and its coupe variant, the Monza.

The Rekord nameplate was finally the victim of its own success. Feeling that “Rekord” (or, as a matter of fact, “Kadett”) sounded too much German for cars now sold worldwide, Opel decided to call its new middle-range car, introduced for model year 1987, the Omega. Still, nearly a quarter of a century later, I can’t help missing the old name.

An additional note

I wrote this post last week while scheduling to make it viewable today; coincidentally, two days ago our friend Tohmé published a post of his own featuring two very nice Opel Commodore racing cars on his blog - if you did not visit this page up to now, they are worth having a look.

About the models

There are plenty of them considering the long career of the Rekord, but unfortunately there would still be a long way if I’d decide to complete all generations of the car.

Model: Opel Rekord
Year: 1958
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 1,008 pieces
Acquired: brand new, in February 2006, in Manila, Philippines

Very nice P1 by Minichamps: 15/20.









Model: Opel Rekord
Year: 1960
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 3,024 pieces
Acquired: brand new, in February 2006, in Manila, Philippines

The best source of vintage German cars in 1/43 scale, Minichamps unsurprisingly also proposes this P2 coupe. My rating is again 15/20.





Model: Opel Rekord 1900
Year: 1966
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 2,400 pieces
Acquired: brand new, in September 2007, in Manila, Philippines

A pleasant Rekord “C” worth 14/20, though it appears a little “naked” without any registration plate.







Model: Opel Commodore
Year: 1966
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 4,320 pieces
Acquired: brand new, in February 2006, in Manila, Philippines

A fancier version of its Rekord gave Minichamps a Commodore. The German model-maker upheld its reputation by taking care of the minor details differentiating the two cars, as a different type of steering wheel for example. I'd give a 15/20 rating here.

Bébé-Peugeot

Here is another popular French car… but not exactly from the same era!

A little history

As an industrial company, Peugeot was rather precocious. During the 18th Century, the Peugeot family started production of saws. One century later, pepper grinders were the factory’s specialty. When bicycles started to appear on European’s roads, Peugeot saw in them another way to diversify its production, unaware of the consequences this early involvement in transports would have on the company.

In 1889, when modern automobile was only five years old, Peugeot built its first powered tricycle and soon started selling a little series of them. By 1899, as the curtain was raised on a new century that would see the reign of automobiles, the Valentigney plant was already producing three hundred vehicles a year, a number in constant progression. This success wasn’t easily achieved, though.

Management of the Peugeot company was then, as it was since its founding and would be until a few years ago, the responsibility of the members of the Peugeot family, and automobile was the source of harsh disputes between cousins. Doubtful about the future of this new invention, Eugène Peugeot didn’t want the company to be involved in what he saw as a simple fad. Armand Peugeot thought otherwise and, burning bridges with Eugène, left in 1896 to set up Automobiles Peugeot.

During the 1904 Paris motor show, Automobiles Peugeot introduced a tiny two-seater, the Type 69 or Bébé (“baby”), powered by a small 650cc four good for 10 hp. Despite a price that, for the times, could be considered low, the Bébé-Peugeot hadn’t sacrificed either quality, innovation or performances, and success was instant. Soon Bébés were sold in four times the volume of all other Peugeots combined.

Enticed by the Bébé’s triumph, the sons of Eugène Peugeot, now in charge of the rival company since their father had recently passed away, were willing to imitate their cousin. As a necessary preliminary, Armand Peugeot granted them the right to use the Peugeot name for their own production, which started in 1905. Therefore, for a few confusing years, there were two Peugeot automobile manufacturers in France: Automobiles Peugeot and Peugeot-Frères, the latter selling its production under the name Lion-Peugeot... This situation lasted until 1910 when the two companies merged, forming what was at the time one of Europe’s largest automobile conglomerate.

Widely sold throughout France and also exported in large numbers, the Bébé remained the united Peugeot company’s biggest seller. Nevertheless, by the early Tens it was due for replacement. The company didn’t even have to design one, as a perfect project came from across the German border. There, an Italian immigrant trying to put up his own plant in Alsace, Ettore Bugatti, had proposed the design of a popular car to Wanderer. Leaving Wanderer wondering he wandered to neighbouring France, and just after passing the border scattered his blueprints onto Peugeot’s desk. The French company promptly signed an agreement and, as a testimony of Bugatti’s clever design, Wanderer meanwhile agreed too. Therefore the car was built by both companies, with only small differences.

The new Bébé, now officially called BP1, was unveiled during the 1912 Paris motor show. Peugeot’s car was fitted with in-house engine (850cc four, 10 hp) and gearbox. Despite the modest output a top speed of 60 kph could be reached, thanks to a minimal weight: less than 350 kilos! Despite the outbreak of World War One, it renewed the success of its predecessor and saw more than three thousand copies built until the model was phased out in 1916.

About the model

Model: Peugeot Bébé Type B3 P1
Year: 1916
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.26 of its Collection Peugeot press series
Acquired: brand new, in April 2007, in Souillac, France

A tiny little thing – clumsy hands, behold! Though industrial brands aren’t the best suited to correctly assemble die-casts made of so many little parts, Norev did it well enough. My rating is 11/20.