Volkswagen Typ 3 (1500 and 1600)

As per tradition, I’ll start with a warm welcome to our newest follower, Burnmay. Enjoy your stay here! :)

A little history

Fifteen years after the Beetle’s introduction, Volkswagen’s little car has never been so popular. After its native Germany, it had penetrated most European markets, then become the first widely successful import on American soil. Its replacement wasn’t seriously considered yet, but Volkswagen was already willing to diversify its range.

Using a large amount of parts taken from the Beetle and retaining its general layout, Volkswagen had actually created two models other than its original Typ 1. First of all was the Typ 2, also known as the “Kombi”, a cabover van available both as a utility or passenger vehicle, which had invented a whole new concept with a bright future awaiting it. Last to join Volkswagen’s range had been the Typ 14, better known as the elegant Karmann Ghia coupes and convertibles. As you would have noticed though, none of these additional vehicles were of the mainstream “family car” type.

Therefore, the Typ 3 was introduced as a “super-Beetle” of sorts in August 1961 during the Frankfurt motor show. The larger car (though its wheelbase was actually unchanged) gave up the antiquated round style of its smaller sibling and came as a pontoon-bodied, three-box car that nonetheless retained the rear air-cooled flat-four engine, though slightly enlarged to a 1.5-litre capacity. This engine also powered a brand-new Karmann Ghia Typ 34, a larger and more expensive coupe than the older Typ 14 which it didn’t replace, but simply backed up.

Though initially available as the sole “1500” two-door saloon, the Typ 3 was soon supplemented by new models. A “Variant” two-door estate was put on sale as early as 1962, while a fastback “TL” coupe followed in 1965. The initial engine being rated at a modest 45 bhp, a 1500 S variant with two carbs and 54 bhp was added in 1963 before a 1.6-litre engine, which induced a name change to “1600”, was introduced in 1965. A 1968 technical refinement was an electronic fuel injection system developed by Bosch, a novelty at the time for a popular car.

If you read carefully you noticed that I mentioned an estate version. Quite unusual for a rear-engined car, isn’t it? Volkswagen engineers made a wonderful job with the Typ 3, the boxer architecture of the engine and a revised air-cooling system allowing the very slim block to fit under the rear cargo compartment of all models, saloons and coupes included. This guaranteed an unusually large volume available for luggage and cargo, even if Volkswagen felt necessary to increase it further thanks to a 1970 facelift that saw the car’s nose greatly extended.

The Typ 3 proved successful, though without any possible comparison with the Beetle. The car was everywhere on German roads and was quite appreciated in America but, to be frank, I almost never saw any of them in France. Nevertheless, this was enough to justify a similar approach for Volkswagen’s next model, the slightly larger Typ 4, known as the “411”. Also available as a four-door, unlike the 1500/1600, the 411 was introduced in 1968, but the older Typ 3 remained in production. Both cars were finally withdrawn between 1973 and 1974, when they were replaced by the brand new Passat and, to some extent, the upper models of the Golf. These two new cars were water-cooled front-engine, front-wheel-drive saloons, the traditional Volkswagen architecture seeming more and more dated at the time. Despite this, models technically related to the Typ 3 and the Typ 4 continued to be produced by Volkswagen Brazilian’s subsidiary until 1980.

About the models

Model: Volkswagen 1600 TL
Year: 1966
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps
Acquired: brand new, in February 2008, in Manila, Philippines

A nice and accurate model. As usual, and as often mentioned here, the plastic wipers look too thick but the wheels fitted with hubcaps seem great to me. My rating is 13/20.





Model: Volkswagen 1600 Variant
Year: 1966
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps
Acquired: brand new, in February 2008, in Manila, Philippines

Equally good as the previous die-cast, though my copy seems very sensitive to corrosion (actually my fastback model has the same problem, which is unfortunately common with Minichamps models). I’ll give a 12/20 rating to this model.

Sky King Velocipede

A little history

We often discussed the topic: aerodynamics, or rather streamlining as it was then called, affected aircraft, then automobiles, then locomotives… What else was next? Why not a kid’s bicycle, so the tiny tots could pedal with a lesser effort?

It’s finally as early as 1935 that Sky King provided American kids what would make them think “Suddenly it’s 1940!” Well, okay, this didn’t really caught on, but at least for a while the young riders of the Velocipede could tour their neighbourhood with something that would make all of their little friends jealous.

I didn’t find anything on the Sky King Velocipede on the net. Fortunately a little card was included inside the model’s box, with some description that I’ll share with you now:

1935 Sky King Velocipede
This fully streamlined Sky King Velocipede is styled to fly down the sidewalk. Handlebars, with reflective headlight and cruising lights, are curved in the shape of gull wings. The smart frame, built-in step plates, sleek wheel hoods, and even the pedals are aerodynamically designed for the path of least resistance!
The original Sky King Velocipede had the following specifications:
Body – Sized to fit children with an 18” to 21 ½” inseam.
Finish – Red gloss with white trim and white spoked wheels.
Equipment – Headlight and cruising lights; built-in step plates.
Gear – Rubber hand grips; adjustable saddle with cushioned top.
12” front and 9” rear wheels with white, 1” rubber tires.

I said that I didn’t find anything about the Sky King Velocipede, which is quite true as far as the original thing is concerned. I nonetheless discovered that a modern-day Velocipede can still be purchased today as the rather unconventional Airflow Sky King, painted in traditional red, but also sold in pink as the Princess variant. Recommended age is up to five years, the machine being actually rather tiny in size. From the pictures I saw, that seems to be an exact replica of the Velocipede that Airflow now produces.

About the model

Model: Sky King Velocipede
Year: 1935
Maker: unknown; the only mention is “Made in China”, which is quite vague nowadays...
Scale: 1/7 (no mention either, but an exact computation can be made from the figures given above)
Distributed by: Hallmark, “Kiddie Car Classics - Sidewalk Cruisers Collection” ref. QHG6311
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

If you think that it’s not exactly in line with what I usually collect, I should clarify that it’s actually my wife who liked it so much when she first saw it at the shop that she made me buy it for her. I don’t regret it however, for it’s extremely well made and highly original. Plus, I got it for a song while original retail price was $45, and leftovers that I saw on the net still cost about the same today. Equally original was its brand, as after greeting cards then a TV channel Hallmark seemed to be willing to sell diecasts for a while – their Sky King Velocipede was produced from 1995 to 1999, and I ignore what they did next in this field, if ever. My rating is 15/20.

Honda Accord (from 2002 on)

A little history

One of the most iconic cars to ever bear the Honda name, the Accord has been part of the Japanese constructor’s range since 1976. By the early Nineties, global success brought a determining split between the European and American Accords. Honda started production in Swindon, United Kingdom of an Accord that was definitely dissimilar from its counterpart sold in Japan and North America. To make thinks even more complicated, another split saw the next generation of the car being different on the American and Japanese markets… This confused situation lasted until September 2002, when the seventh-generation Accord was launched. The Swindon factory halted production of the model, and all Accords sold in Europe were made in Japan. On the other hand, the American model produced in Ohio continued to be distinct, and grew slightly bigger.

The Japanese Accord (also called Accord Euro) was available as a four-door saloon and a striking estate. Base engine was a 2.0-litre four, from which a potent 220 hp version was developed as the Euro-R, a variant that was carried over from the previous model. V6 engines remained unavailable in a car that was designed with the middle class in mind.

The American Accord didn’t see a station wagon version, but a two-door coupe, based on the shorter chassis, supplemented the four-door sedan. Standard engine was the very same 2.4-litre four that topped the Japanese and European engine ranges, while American buyers had the possibility of fitting a V6 displacing three litres under their bonnets.

In short, both Accords were willing to answer the requirements of the same markets, that of middle-class families looking for an upper mid-range saloon, though this identical need requested a larger car in America than in the rest of the world.

So I said that the introduction of the new Accord in 2002 simplified things... Well, not fully, as both cars were sold on the main market of their counterparts. That is, the Accord Euro became available on the American soil in 2004, but rebadged as the Acura TSX. The other way around, the American Accord was sold as the plush, V6-powered Honda Inspire in Japan from June 2003.

A new Accord, the eighth generation, was put on sale in December 2007, Honda retaining the U.S./Japan differentiation. Though its design is roughly similar, it is more radically edged and, consequently, more aggressive. The American version grew larger than ever, gaining a whopping ten centimetres in length and receiving a larger 3.5-litre V6 as its optional block. Though a station wagon Accord is still not available in North America, a crossover known as the Crosstour has been added at the end of 2009.

About the models

Model: Honda Accord Tourer
Year: 2003
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, “Hot!” series ref. 433
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

A superb model by Ebbro. I promise that I tried hard, but failed to find anything to reproach to this die-cast. It’s a well-deserved 16/20.





Model: Honda Inspire V6
Year: 2003
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, “Hot!” series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Ebbro proposes an Inspire that is almost equally seductive: 15/20.

Citroën C4 and C6

A little history

Its initial Type A model quickly made Citroën the largest of all French automobile constructors. Coming out of nowhere, the Javel company beat rivals such as Renault, Peugeot or Mathis thanks to methods learnt across the Atlantic, at Budd’s for the body construction, and at Ford’s for the cars as a whole.

The Type A was succeeded by the Type B in May 1921. The original B2 mutated in steps into the B14, which enjoyed brakes on all four wheels and – a rare luxury at the time, all the more on a popular car – they even were power-assisted on the very last B14s. By October 1928, when the B14’s successor was unveiled during the Paris motor show, Citroën was still much ahead of the competition.

In fact, two models were introduced by Citroën, the C4 and the C6.

The C4 was the direct replacement for the B14. It took over its 1.6-litre four engine, albeit in upgraded form. Many other mechanical parts were improved. On the outside, the C4 was six centimetres lower than its predecessor, while its bonnet was higher – though this forced to adopt smaller windows, the visual effect was that the C4 looked much lower than it actually was. The steel disk wheels of the B14, obsolete by that time, were replaced by new all-metal ones of a modern design. Overall, the C4 looked pretty much as its style had been penned in Detroit but, actually, an increasing number of European cars then took their inspiration from American products.

The C6 was an upmarket version of the C4, with which emboldened Citroën expected to fight yet more closely the slightly more middle-class Renaults. In pure Javel style the C6’s design had been highly rationalized: it was basically a C4 with a longer bonnet in order to accommodate a larger 2.4-litre inline six, that was in fact nothing more than the C4’s block with two cylinders added. Most of the difference was made in small cosmetic details: a fancy two-tone paint, a chromed grille, chromed hubcaps, and most optional equipments of the C4 made standard. Starting in 1931, “Floating Power” engines, using rubber mounts to minimize vibrations and built under a Chrysler licence, greatly improved the comfort of the C6.

Another Citroën trait was the constant improvements from which its production benefited. In four years of production, the C4 and C6 went through four different production models, no less. This was certainly efficient to maintain the technical edge the company enjoyed over its rivals, but probably hazardous from an economic point of view. Anyway, this strategy’s most immediate effect was that both cars enjoyed strong sales, being produced in more than 180,000 copies until 1932. Nevertheless, the C6’s sales were below expectations, though it was involved in various publicity stunts that were highly advertised. Again more inspired by the American example than a genuine visionary, André Citroën missed no opportunity to make his company the talk of the moment. That was the time his name illuminated Paris every night, after he had rented the Eiffel Tower and used tens of thousands of electric bulbs to write a huge “CITROËN” sign over the soaring monument. Regarding the C6, he had one offered to the pope, fitted with a coupe de ville body and a rather baroque seat in the rear compartment; another one, nicknamed “Rosalie”, engaged in successful record-breaking runs at Montlhéry; and finally a new scientific mission, following the 1924-25 “Croisière Noire”, was organized with half-tracked C4s and C6s between Lebanon and China as the “Croisière Jaune”.

The C4 and C6 were replaced by the 8CV to 15CV models, designated as a whole as the “Rosalie”, a name paying homage to the successful record car.

About the models

Model: Citroën C4
Year: 1929
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.19 of its Passion Citroën press series
Acquired: brand new, in May 2006, in Souillac, France

UH’s Citroën C4 is nicely done and benefits from many separate parts, but unfortunately has been fitted with wheels that are much too small in diameter, compromising the overall silhouette of the car. Also note the mistake made regarding the date on the plate number (the model’s stand correctly mentions 1929). My rating is 10/20.







Model: Citroën C4 F
Year: 1930
Maker: Solido
Scale: 1/43
Distributed by: Solido, “Âge d'Or” series
Acquired: brand new, in August 2003, in Brive, France

Solido’s C4 is much better proportioned, and though a little more detailing would have helped, this “Fauchon” van is quite pleasant. The rear door can be opened, though it’s unfortunately made of black plastic. On my model, the golden decals have poorly resisted to the damages of passing time. My verdict: that’s a well deserved 12/20. By the way, Fauchon is a famous gourmet grocery and fine caterer from Paris.







Model: Citroën C4 F
Year: 1930
Maker: Solido
Scale: 1/43
Distributed by: Hachette as no.6 of its Sapeurs Pompiers de France press series
Acquired: brand new, in December 2008, in Brive, France

Here is now for JDMike’s son Ken. Using the same base as the previous model, Solido also proposes this C4-based fire truck. Many parts look too much as plastic to my taste, while the windshield is made of a single piece of clear material, without any paint to represent its frame. I’ll limit my rating to 10/20 this time.

BMW C1

A little history

With increasing traffic congestion downtown many of the world cities and growing environmental concerns, many automobile drivers started turning to scooters and even bicycles as their daily commuting vehicles during the Nineties. Experience on two wheels being rather limited for these newly converted users, fears about safety quickly arose.

One of the three constructors to be equally present on two- and four-wheel markets, BMW decided to bridge the gap between the two concepts with a revolutionary vehicle, no less. Unfortunately, it failed – most probably sometime in the future it will be seen as too much ahead of its times.

Actually, BMW was even ahead of the demand for a two-wheel city vehicle when it unveiled its C1 prototype in Cologne as early as in 1992. The C1 was, basically, a scooter, but one with… a roof.

In fact, the C1 had received more than a simple roof. Its driver would seat in a reinforced cage made of aluminium, and behind a crumple zone. He would also be protected by bars set at shoulder height, and fastened to his seat by aviation-type harnesses. The first goal of the C1 was to demonstrate superior safety standards, and it passed crash tests with flying colours, proving to be as safe as a city car. Based on these results, BMW claimed the C1 could be driven without a helmet. Another potential burden for defectors from the automobile side being operating a motorcycle transmission, BMW fitted its C1 with a CVT system which allowed for extreme ease. Furthermore, the roof offered some degree of protection against the rain.

By the late Nineties, the production C1 was finally ready and the time seemed ideal for its launch. The new scooter was powered by a 125cc mono-cylinder good for 15 hp; top speed, if this ever matters for a city vehicle, was advertised at 106 kph. Rather than producing an in-house engine, BMW purchased its blocks from Rotax, an Austrian company notably involved in ultralight aircraft. Subcontracting didn’t stop there, as actually the C1 production as a whole was entrusted to Bertone in Italy. The C1 was introduced in late 1999, and sales began early in 2000 in most European markets.

Apart from its bold design, two factors played against the C1’s commercial success. One was its price, much higher than any other rival scooter in the 125cc class. The other one was the reticence from several countries’ authorities to alter the regulations regarding the use of helmets. In the United Kingdom in particular, rigid laws virtually excluded the C1 from the country.

Despite the 2001 launch of a slightly more muscular version, named “200” but actually powered by a 17.5 hp, 175cc engine, sales were sluggish. BMW threw the towel during 2003. Did the Bavarian give up all hopes on its C1? Apparently not, as a lightened version powered by an electric motor, the C1-E, as been presented as a concept in 2009. Though the company providing its power, Vectrix, has since then filled for bankruptcy, it isn’t impossible that this pioneering BMW be resurrected one day.

About the model

Model: BMW C1
Year: 2000
Maker: Maisto
Scale: 1/18
Distributed by: Maisto, ref. 39350
Acquired: brand new, in February 2005, in Manila, Philippines

Accurate enough, though as it is common with Maisto the “chromed” parts look way too much like plastic rather than metal. My rating is 11/20.

Ferrari 500

Blast! Once again interdomin and I have prepared posts on the very same car at the same time!

A little history

The World Championship for Drivers was not yet two years old when it faced its first crisis: with the pending withdrawal of the all-conquering Alfa Romeo team for 1952, starting grids would be rather slim. As an answer, the FIA therefore took the decision of running the third Formula One championship season under F2 regulations. This solved the problem, and even allowed for some of the largest fields ever seen in the sports. In turn, this induced a new predicament: most Formula Two cars of the time were built by artisans, most of them from England and, to some extent, from Germany. This situation paved the way to triumph for the only serious entrant, Ferrari.

The Maranello constructor easily understood the edge on the competition that it enjoyed. The car Aurelio Lampredi designed, the Tipo 500, was extremely conventional; its faultless preparation was to be the key of success over its amateurish rivals.

Made of welded tubes, the chassis was of ladder-frame type, a choice that was as predictable as the double-wishbone / de Dion axle front and rear suspension arrangement. Engine was a compact inline four displacing two litres; this light block was rated at a good 185 bhp. Better yet, it was small enough to be placed well behind the front axle, allowing for an excellent weight balance. The car was ready on time to make its debut at the very end of the 1951 Formula Two season, guaranteeing it to be fully developed when the next Formula One season would start.

A great car would be nothing without great pilots, and here again the Scuderia, which fielded some of the sport’s fastest and most experienced drivers, seemed to enjoy an advantage. Giuseppe Farina had just arrived from the departing Alfa team, joining forces with Alberto Ascari, Luigi Villoresi and the “Silver Fox”, Piero Taruffi.

The two-litre transitional formula remained in effect for two years until the scheduled 2.5-litre Formula One rules came into force in 1954. During these two seasons, Ferrari enjoyed a complete walk over. Out of fifteen Grand Prix, all but the very last one were won by the Scuderia’s cars. Of these, eleven went to the amazing Alberto Ascari, who clinched both championships and set a still-standing record of nine straight successes.

The Tipo 500’s career didn’t end with the introduction of the new Formula One rules. Formula Two cars being only at a small disadvantage in terms of performances, they were regular entrants for years to come in F1 events. In this particular case, Ferrari 500s continued to race until 1957, when the very last of them was entered by the Scuderia Centro-Sud – Mimmo Dei’s team would make itself a specialty over the years to enter racers in their faded glory.

About the model

Model: Ferrari 500
Year: 1952
Event: 1952 German Grand Prix, driven by Giuseppe Farina (finished 2nd)
Maker: Ixo
Scale: 1/43
Distributed by: Ixo (see below)
Acquired: brand new, in June 2008, in Manila, Philippines

No, Ascari wasn’t the only Ferrari pilot in 1952-53. Sure, he took another victory at the Ring (see his winning #101 Tipo 500 on interdomin’s excellent blog), but his teammate Nino Farina, the first F1 world champion in history, clinched the second spot with its sister car – actually, all four first finishers were Tipo 500s. Ixo reproduced this car with taste. Its die-cast isn’t exactly teeming with details, but is well assembled and – an Ixo tradition – seats on beautiful photo-etched wheels. My rating: 14/20.

That would usually be all, but there’s more to say about this model. It came to me in an Ixo “Ferrari Collection” box, but without any marking nor reference. Why? I think the answer can be found by comparing the models pictured, for example, on this page with the one on Ixo’s official site. Do you see the difference? Both models are sold in the “La Storia” collection under reference SF11/52, but sport different numbers. Nonetheless, in both cases they are clumsily advertised as #102... My bet is that Ixo started producing Ascari’s car for their La Storia collection with the erroneous number 102 (as far as I know Ixo’s catalog never included Farina’s car), until someone noticed – whoops! – that the Chinese company could have done well spending a little more time doing basic researches. The mistake was corrected (but not the written presentation on their site) and wrong models (which by chance tally another existing Ferrari entrant) were sold in plain “Ferrari” boxes, fooling buyers in the process as everyone involved in their distribution let prospective buyers believe they buy Ascari’s car.

“From enthusiasts to enthousiast”, reads their Ixo’s homepage. Mmm... it leaves me wondering. Perhaps “From your bank account to our bank account” would be more appropriate...













Model: Ferrari 500
Year: 1952
Event: 1953 British Grand Prix, driven by Alberto Ascari (finished 1st)
Maker: Brumm
Scale: 1/43
Distributed by: Brumm
Acquired: brand new, in March 2008, in Montpellier, France

Despite being rivalled by the Maseratis of both Fangio and Gonzalez, Ascari took another win with his Tipo 500 at Silverstone in 1953. The corresponding model is overly simplified, even to Brumm already simple standards. My rating is 8/20.

MG-Lola EX257

A little history

After two tumultuous decades, MG seemed on the right track by 2000. The sporty MG F sold in volumes unthinkable just a few years before, while a full range of cars was about to be added. All what was missing to restore the old constructor’s glory was a successful racing program.

MG having no recent experience on the track, it turned to the world’s specialist of the turnkey racing car: Lola. The constructor’s ambition was to enter sportscar racing, but in the smaller, more accessible LMP675 class. Lola had just built two models of a spyder designed for LMP900, and incorporated as many elements as it could into its new racer, internally known as the B01/60, but christened EX257 by MG. The engine was equally called MG, though once again the constructor’s input was limited. Dedicated company A.E.R. was chosen to provide the EX257’s block, a turbocharged 2.0-litre inline four able to provide outputs in the vicinity of 500 hp.

The MG EX257 made its debut at the 2001 Le Mans 24 hours, which wasn’t an easy task. The two cars entered made a strong demonstration, proving themselves to be faster than any other car in their class. Unfortunately the insufficiently tried machines both retired in an event that, actually, put great strain on all LMP675 entrants.

In 2002, the car competed in the American Le Mans series through private entrants, and immediately proved highly competitive. Good results were consistent throughout the season, and MG clinched the ALM’s LMP675 crown. This transatlantic success was well enough to raise the MG team’s expectations in the year’s European events. It indeed raised them… a little too high perhaps, as the EX257 suffered once more during long-distance races, a problem that owed more to unpractical rules than to the car’s lack of preparation.

By the end of the 2002 season, MG had only met success in America, where market for its road cars was actually quite narrow. Brought down by the collapse of the Rover group, the company simply couldn’t afford to maintain a racing program that gleaned so meagre laurels. From then on, the EX257’s fate rested entirely upon the shoulders of private teams. Despite isolated attempt to keep the car competitive, most notably by replacing the original MG engine by a Judd block, success was still scarce. In contrast with its dismal European results, the car occasionally encountered success in America, which explains its longer career in the New World: the very last EX257 to retire was raced until 2007.

About the models

Model: MG-Lola EX257
Year: 2001
Event: 2002 Le Mans 24 Hours, driven by Mark Blundell, Julian Bailey and Kevin McGarrity (retired)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.13 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in March 2004, in Souillac, France

Quite correct, the die-cast benefits from good enough assembly and decals affixed to the car without any mistake. My rating is 12/20.









Model: MG-Lola EX257
Year: 2001
Event: 2004 Le Mans 24 Hours, driven by Thomas Erdos, Mike Newton and Nathan Kinch (retired)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.57 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in May 2006, in Souillac, France

Redecorating the previous model allowed to represent the private car entered by the Ray Mallock team two years later during the same Le Mans 24 hours race… and in the process, garner a little more money for Altaya by extending its long-run series. Again, 12/20.

Lamborghini Urraco

A little history

Willing to fight Ferrari head-on as we have already seen, Ferruccio Lamborghini decided that his own company should build a challenger to the smaller and more affordable Dino. His decision was made all the more clever by the fact that his other rival Maserati was simultaneously studying its own “bargain” sports car, the Merak, a 2+2 coupe which was to share many parts with the Citroën SM. Suddenly, the lower end of the GT market was to become rather crowded.

Lamborghini readied its Urraco for the 1970 Turin motor show – that is, readied the car for being unveiled, as this first Urraco was found wanting in development and, ultimately, production didn’t start before 1973, after the Merak had hit the market and, unknown from Lamborghini at the time, only weeks away from the oil crisis that would affect all automobile companies, but none more than the likes of the Sant’Agata manufacturer. It should be noted that despite this protracted preparation, the first tens of cars delivered didn’t totally adopt the final production specs…

Smaller than the rest of its siblings, the Urraco was new from the ground up. Engine was a 2.5-litre V8, all made in alloy and good for 220 hp. It was mounted transversally amidships, right behind the two small rear seats. This placing allowed to maintain a small space for luggage at the extreme rear. A sign that the car was meant more for comfortable high-speed highway travels than genuine performance was probably its standard air-conditioning system. On the outside, the Urraco came as a splendid fastback coupe that had been unsurprisingly penned by Bertone’s star designer Marcello Gandini.

Despite all of the Urraco’s qualities, sales were disappointing due to the aforementioned reasons. During the 1974 Turin motor show, Lamborghini reacted by adding two new variants to its original model (named P250 with regards to its engine’s size): the P200, a smaller 2.0-litre, 182 hp car aimed at the Italian market where heavy taxes hit vehicles displacing more than 2000cc; and the P300, which enjoyed a reworked 3.0-litre V8 good for 250 hp.

During the same 1974 Turin venue, Bertone had presented a striking Bravo prototype based on a shortened Urraco platform. The car was strictly a concept car but, one year and a half later during the 1976 Geneva motor show, Bertone unveiled a much more realistic Silhouette, basically a two-seat targa version of the Urraco. Adopted by Sant’Agata as its first production open car, the Silhouette was powered by the larger 3.0-litre engine, and its ambitions were made clear by a much more aggressive body that hinted at the new Countach.

Nevertheless, by the late Seventies Lamborghini was in turmoil. All the financial resources of the company had been wasted in the difficult development of a large four-wheel-drive vehicle, the Cheetah that was supposed to seduce both the military and the Middle East princes. No one bought it, bringing Lamborghini to the brink of bankruptcy, and it’s a meagre relief for the small manufacturer to think its original concept was finally made a success by others than itself as the Hummer. In these difficult times, some models had to go and, as the sales of the Urraco and Silhouette had always been below expectations, they unsurprisingly departed Lamborghini’s range in 1979.

The company seemingly headed for a slow agony when new investors, reckoning its potential, saved it by injecting generous amounts of cash into its coffers. With this the Silhouette was unexpectedly revived as the Jalpa. Launched in 1981 as a cheaper alternative to the Countach, the “new” car had lost its predecessor’s targa top, but won a larger 3.5-litre, 255 hp V8, thanks to which a 234 kph top speed could be promised. Though the car was based on a rather old platform, the times were not as harsh in the Eighties as they had been for GTs during the previous decade. The Jalpa sold in fair numbers until the company was sold to Chrysler. One of the American giant’s first decisions regarding its new acquisition was to suspend the production of the Jalpa, for not being prestigious enough. During a fifteen-year career, less than 1,300 Urracos and derivatives had been produced.

About the model

Model: Lamborghini Urraco
Year: 1974
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 4,512 pieces
Acquired: brand new, in September 2007, in Manila, Philippines

Minichamps proposes a disappointing model of the initial Urraco. The die-cast looks heavy and much too low when compared to the real car, while details as the thick wipers, equally fat radio antenna and large black side scoops don’t help. The German brand’s reputation won’t prevent this beer-bellied model receiving a 8/20.

Alpine A108

A little history

Many artisans sprung up in France during the Fifties, with a large part of them producing nimble sports cars. Such a trend was favoured by the availability in the country of two small production engines that were excellent bases for racing preparation, the flat-twin Panhard and the Renault 4CV’s inline four. None of these companies, some of them only enjoying a brief existence, was more successful than Alpine.

We have already seen how Jean Rédélé, Alpine’s founder, created the A106. By the late decade some more modern cars had been introduced, while the 4CV’s, from which the A106 drew most of its parts, had been joined in Renault’s range by the Dauphine. Rédélé’s logical step was to commission a new car based on Renault’s newest popular car, calling it the A108.

Alpine’s very limited production at the time allowed great flexibility, but is an automotive historian’s nightmare today. Hardly two cars were alike, and even the switch from the A106 to the A108 was gradual. Therefore, the very first A108s, introduced during the 1959 Paris motor show, were hardly different from the A106s they replaced. They enjoyed some technical refinements but overall looked similar. Still, the final A108’s design was already in embryo, in the form of specially-bodied A106 prototypes presented over the years. The first “true” A108 appeared in 1960, surprisingly not during a motor show, but on the starting grid of a racing event. For the Tour de France, Alpine had developed a special A108 coupe, the fastback “berlinette”, which proved a success and was immediately nicknamed “Tour de France”.

The 1960 A108 Tour de France now had all the characteristics of what is today perceived as a classic Alpine. A central tubular backbone supported a small Renault inline four, set at the extreme rear of the car, and a fiberglass body that was sealed into place. This arrangement made the A108 incredibly light: the car would only weigh in the vicinity of 580 kilos.

The A108 was good enough, but its concept was soon further refined into the mythical A110. For a time both models were produced, but the berlinette version of the older car retired in 1963. The A108 nonetheless survived in two forms. First was a 2+2 coupe, introduced in 1961, which enjoyed a lengthened platform and a different body. Designed by Chappe & Gessalin, a coachbuilder associated with Alpine since its very beginnings, but which would soon develop its own sports car, the Alpine-inspired but Simca-powered C.G., the A108 2+2 had odd proportions and seemed out of balance. Performances were comparatively disappointing, and the 2+2 was often seen as a lady’s car. It was produced in limited quantities until 1965, though a much more elegant GT4 had been added long before. The second A108 survivor was built in faraway Brazil as the Willys Interlagos, available in a full range of berlinette, coupe and convertible models. Though the American company had concentrated on Jeeps and trucks in its homeland, its local subsidiary was still building road cars, among them an updated version of the Aero sedan and, starting in 1960, a Renault Dauphine built under license. In 1961, Willys clinched another contract for the soon-to-be-discontinued A108, to be constructed in the Americas as the Interlagos after the famous local circuit. If I’m not mistaking – our Brazilian friends may correct me if I’m wrong – this license owed much to “Bino” Heins, a young local pilot who was killed a few years later at Le Mans while driving an Alpine, and his father, the brand’s local importer.

About the models

Three models today… but none of the most obvious A108 berlinette type!

Model: Alpine A108
Year: 1959
Maker: Eligor
Scale: 1/43
Distributed by: Hachette as no.29 of its Alpine & Renault Sportives press series
Acquired: brand new, in December 2011, in Souillac, France

The model itself is nicely done and correctly assembled, but the paint job is a complete disgrace. For this reason I’ll limit my rating to 9/20, though with a nicer paint it could have been much higher. Interestingly, this doesn’t to be an isolated problem for Eligor, as I already complained about the poor quality of the A106 convertible.







Model: Alpine A108 Coupé 2+2
Year: 1961
Maker: Universal Hobbies
Scale: 1/43
Distributed by: M6 as no.52 of its Renault Collection 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.

Overall proportions and respect of scale are correct, but could have been better. Many separate parts have been fitted by Universal Hobbies. At any rate the model is more good-looking than the original, arguably the ugliest Alpine ever produced. My rating is 12/20.











Model: Willys Interlagos
Year: 1964
Event: 1964 Brasília 12 Hours, driven by Emerson Fittipaldi (finished 2nd overall)
Maker: Eligor
Scale: 1/43
Distributed by: Hachette as no.8 of its Alpine & Renault Sportives press series
Acquired: brand new, in December 2007, in Souillac, France

Basically Eligor’s A108 fitted with a different paint; as Axel’R’s version of the very same car is noticeably dissimilar (see this limited edition – 50 pieces only – collectible on our friend Tohmé’s excellent blog), and though I never saw a picture of the original vehicle, I suspect that Eligor’s budget version doesn’t mind much for accuracy. I’ll give a 11/20 to this otherwise nicely made model.