I give up!

Well, I still cross my fingers that it won't be more than temporary, but...

For those of you who are themselves Blogger users, I don't know what your own opinion about their new interface is. "Introducing the completely new, streamlined blogging experience that makes it easier for you to find what you need and focus on writing great blog posts." What a promise. As of me - call me stupid if you fancy it - mastering it is beyond my capacities, so I simply prefer to give up.

That's months already since they introduced this crap. I never asked for it then, but I got it anyway, and out of curiosity I tried it. Unusable. You may think differently - good for you - but because of the design of my blogs (similar presentation for every post, multiple links between the said posts, etc.), I constantly need to open multiple "edit" pages and navigate between them to update them, copy links, etc. Not possible anymore: from the "posts" page, no more right click is possible, so basically, you write or edit one post at a time - unmanageable. Adding pictures? A mess. Positioning and resizing of these pictures? I still didn't find how to easily do it. And so on...

Let's be honest... Actually there was one improvement: the new interface uses Microsoft-like keyboard shortcuts, as Ctrl+I to have the selected text in italic, or Ctrl+B for bold. Let's all clap our hands to show how grateful we are to the geniuses who brought us such a revolution in blogging. That's this kind of stuff which makes you deserve to have your mug on a post stamp one day.

Fortunately, there was still an option allowing you to return to the old interface. What a relief! Alas, as what happens everytime a major site has decided to adopt a "new look" that's supposed to be SO much better than the old one, they always make the change gradual and voluntary in appearance, before letting no other choice than the one they've made for you in advance. So, starting today and either you like it or not, it's the new interface for every Blogger user, period.

Instead of this post, you were supposed to read the whole story of the Hudson Jet on Scale Model Fan's related blog, Automobiles of the World. The text is ready, the pictures are uploaded. Up to yesterday, it should have been a ten-minute affair to put all this online. After something as fifty minutes, and not able to get anything close from the result I wanted, I've thrown the towel. Frankly, I don't return from a day at work with any willingness to struggle with this thing, though it is presented by the great minds at Blogger as a sizeable step toward increased simplicity. So, it's bye-bye to all, and my warmest thanks for having visited this blog, or still visiting it in the future. We'll see each other again when Blogger will either recover from their momentary madness (yes, momentary, for ironically I used to praise its ease of use), or on another site than this one. In the meantime, I'll occasionally pay a visit to answer any possible comment, but that'll be all.

BMW 507

Welcome (or welcome back, as some of you recently unsubscribed/subscribed again to this blog and I have to admit that I've lost track of some of you) to escala43, A.Sivianes, rosslann and Totò. Enjoy your visit(s) here!

A little history

The BMW 507 was another idea from the man who single-handedly made the small Volkswagen Beetle a huge yet unexpected success in America: Max Hoffmann. BMW having nothing more to offer in the U.S. than its baroque 501 and 502 models during the early Fifties, Hoffmann insistently requested a more appealing model for this particular market. BMW had increasing financial difficulties at the time and finally accepted, seeing its salvation in the potential American sales. The Bavarian company answered the call with not just one, but two new models: the elegant 503 coupe and convertible, and the striking 507 roadster. Both cars had been penned by Albrecht von Goertz.

Apart from its stylish body, the 507 tried to make good use of as many parts as possible from the existing BMW models, in order to keep production costs relatively low. Still, it was deemed necessary to enlarge the 2.6-litre light-alloy V8 engine on hand to 3.2-litre in order to reach the level of performance expected from such a car. Fed by two Solex carburettors, it was rated at 150 hp, propelling the 507 at 200 kph.

Alas, despite all the efforts from BMW’s engineers, the cost per unit of this wonderful automobile somehow got out of control. Mainly made from aluminium and other light alloys, the 507, which body was entirely hand-formed, would ultimately sell for about twice its intended price… A commercial success was hard to forecast and, though the car was an excellent image-builder, providing BMW still needed one, its maker could not afford more financial loses. Introduced in 1955, produced from 1956, the 507 retired three years later, simultaneously with its cousin the 503. Their combined production did not exceed a few hundred copies, which did nothing for the company but aggravating its problems. In the end, BMW was not saved by these supercars, but by their exact opposite, as the company started to produce under licence the tiny Isetta, the Italian bubble car.

About the models

Model: BMW 507
Year: 1955
Maker: Motor Max
Scale: 1/24
Distributed by: Motor Max
Acquired: brand new, in December 2005, in Manila, Philippines

Simple, even perhaps crude as Motor Max knows as to produce die-casts, but this time at least, it’s quite well assembled. One last remark: the windshield appears somewhat tall. My rating is 11/20.

















Model: BMW 507
Year: 1956
Maker: New Ray
Scale: 1/43
Distributed by: New Ray, "Auto Model Kit" series
Acquired: brand new, in September 2003, in Manila, Philippines

New Ray also proposes this model, as poor as usual: 8/20.









Model: BMW 507
Year: 1957
Maker: Del Prado, or whoever builds models for Del Prado
Scale: 1/43
Distributed by: M-Smart
Acquired: brand new, in February 2007, in Shenzhen, China

Finally, this die-cast has been offered by M-Smart, which actually got its hands on a stock on unsold Del Prado press models. And guess what? It is very well made for the price, accurate and fitted with good-looking wheels - only the headlights could have been much better. It deserves a 12/20.

Peugeot 607

A little history

No French manufacturer has been able to offer a car in the same field as Mercedes-Benz or BMW for decades, though all of them dream of it. Apart from the Citroën CX, all other upper range models over the years, the Renault 25 then Safrane, the Citroën XM and C6 or the Peugeot 605 have seen their success limited to the sole France, while being virtually absent on export market. I won’t include in this list the Renault Vel Satis, which was a failure even in its own native country.

Helped by its reputation as a builder of tough and very conventional automobiles, Peugeot has possibly been the most perseverant. After the demise of the 604, it took four years to see the introduction of its successor, the 605. Despite its many qualities, it was doomed by uninspired styling, due to Pininfarina but too close from the lesser 405, and poor quality – a typical French problem that was totally unacceptable for a car having such ambitions.

The 605 finally retired after a ten-year career at the end of 1999, and was immediately replaced by the 607. The new car retained the excellent platform of its predecessor, but hidden under a brand new body. A particular effort had been made to improve the quality of the car. The top-level V6 version, with a displacement of 3.0-litre and 207 hp, could reach 240 kph – enough for cruising on an Autobahn, it was thought in Sochaux. But once again, this didn’t prove enough. Peugeot’s main problem was the lack of image attached to its name, while reputation is a major criterion for a buyer of a luxury car. Sales remained modest, in particular outside France’s borders, though on the other hand the 607 was rather popular as a taxi, a traditional market for its manufacturer.

Production of the Peugeot 607 has been stopped in June 2010. Though a replacement has been contemplated, the dire economic crisis drove Peugeot to be cautious and give up any plan for such a low-volume vehicle. In the end, the 508 served as a successor to both the 407 and the 607, placing Peugeot in a situation somewhat similar to the one it experienced during the Eighties, when a V6-powered version of the 505 was given the task of replacing the 604. This leaves the hope that within a few years, if the situation allows it, Peugeot will return once again to this market.

About the model

Model: Peugeot 607
Year: 2000
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.49 of its Collection Peugeot press series
Acquired: brand new, in January 2008, in Souillac, France

An accurate but rather plain rendition of the Peugeot 607. I have a strange feeling about the rear side windows. As usual with Norev models built for press series, this one does not have a "glass" part inside of its mirrors. On these pictures, I also find that the wheels seem of a rather large diameter, but I should have a second look at the actual model. My rating is 12/20.

Ford Escort (1980-1990)

A little history

Following the successes encountered by the first two generations of Escorts, Ford carefully prepared a new car that would be up to its predecessors. It was finally unveiled in September 1980 in the form of a modern and compact automobile, which broke away from its conservative forerunners by adopting front-wheel-drive, all-independent suspension and hatchback bodies. While the smaller 1.1-litre four was carried over, the larger 1.3- and 1.6-litre units were freshly designed. Though a Ford Escort was simultaneously launched as a subcompact in the United States, this was essentially a different vehicle sharing not much more than a name with the Escort intended for the European market.

Production started in both Ford’s German and British plants and, despite some early critics regarding the car’s handling, the new Escort soon proved worth its name by enjoying a sizeable success. Well built and elegant, the Escort also offered a wide range of models, which ran from a plain 1100cc two-door model up to the luxurious Ghia or the sporty XR3. New choices were progressively introduced, such as a diesel engine, or estate and convertible versions.

This initial third-generation Escort lasted until spring 1986, when the car received a slight facelift. Mostly noticeable from the front, it included a smaller grille set below a smoothened nose. This update allowed the car to linger until the end of model year 1990, when it was replaced by a brand new Escort.

About the models

Model: Ford Escort 1.3 GL
Year: 1982
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.95 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in December 2007, in Souillac, France

This is again one of these late additions to this Altaya series that were adapted from the distributors’ Spanish equivalent collection, but have not much to do with the original concept of the French series. This said, what is this model worth? Rather well proportioned, but a little too heavy-looking perhaps, it enjoys nice three-colour lights at the back - earlier Altayas were not this well treated. My rating is 12/20.









Model: Ford Escort XR3
Year: c.1983
Maker: Bburago
Scale: 1/24
Distributed by: Bburago
Acquired: second hand with neither box nor stand, in December 2011, in Brive, France

This is an early and now long discontinued model from Bburago. That sums it all: while the accuracy of some more recent models from the Italian manufacturer is sometimes doubtful, this particular die-cast is definitely toy-like in appearance. Unrealistic wheels, simplified cockpit (or should I say “passenger compartment” for there is nothing specific to differentiate this version from a road car?), absence of separate rear lights and fantasy decoration are all on the menu: 7/20.

Volvo Series 88

A little history

During the Fifties, the old company Volvo had succeeded in making itself known outside of its native Sweden thanks to its PV444 model, an old-fashioned but extremely robust automobile. But Volvo’s range extended much further than this, for it also manufactured trucks, buses, agricultural tractors and marine engines. In 1965, Volvo let the world discover part of its commercial line as it unveiled a brand new truck, the modern 88. Virtually no component was carried over from previous models by the three main models, the F88 (cab-over), N88 (conventional design), and G88 (trailer tractor). An inline six, 9.6-litre engine powered these trucks, being rated at 166 hp, while a smaller variant, the Series 85, has to content itself with a smaller 6.7-litre, 107 hp engine. Any transmission setting among a wide choice could be specified, while both two- and three-axle versions existed. On the other hand, only one chassis length was available for both F88 and N88 trucks.

Volvo trucks were not designed to compete with established companies on export markets thanks to lower prices, but to superior quality. Actually, they were rather expensive but offered excellent reliability, handling and comfort. Some unusual characteristics included the availability of turbocharged versions of these trucks – common today, turbochargers were virtually unheard of back then – able to deliver up to 260 hp, a seat that could be adjusted for the weight of the driver, and power steering. It also enjoyed a cosy berth at the back of the cabin and a powerful heater.

The N88 and even more the F88 and G88, which squarish cabins were a common sight on all European roads, enjoyed a long and successful career. The introduction of the F10 and F12, unveiled in 1977, nonetheless announced the coming end of the Series 88. All variants were discontinued shortly thereafter.

About the model

Model: Volvo N88
Year: 1967
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.2 of its Camions d'Autrefois press series
Acquired: brand new, in December 2011, in Souillac, France

Altaya and Ixo have had the brilliant idea to start a new press series which allows truck lovers to fill their shelves for a much lesser price than those usually asked for 1/43 models of this kind. Did Ixo have to sacrifice quality to achieve this goal? Surprisingly, this model is a very good reproduction of the N88, filled with carefully reproduced details. I’d give 15/20 for this model, well worth those found in hobby stores.

Toyota Publica

A little history

As the Americans had had the Ford Model T, and the Germans had the Volkswagen Beetle, the Japanese, not so long after emerging from a disastrous conflict, decided to create the car that would put their country on wheels. In 1955, the Japanese government published the requirements for such a vehicle, which had to be light and economical, yet demonstrate decent performance and good reliability, and obviously remain affordable. Quite a challenge!

In spite of the difficulties, Toyota’s engineers felt up to the task. Initially, they took their inspiration from another successful popular car of the era, the Citroën 2CV. They built a prototype fitted with a transmission to the front wheels but, without any experience in this field, the car proved a failure and it was decided to revert to a more reasonable rear-wheel-drive. Nevertheless, the car was to have an air-cooled, opposed twin engine, as its model. Displacement was 700 cc for an output of 28 hp, allowing the car to reach 110 kph. But unlike the 2CV, the little Toyota was to be a modern-looking notchback, with two doors and seating for four passengers. Production of this vehicle finally started in June 1961 after it had been christened “Publica”, a name chosen to denote its supposed impact on the Japanese masses. Alas, things went somewhat awry, at least at first.

Toyota had supposed the average Japanese were eagerly awaiting their Publica, but rapidly had to admit that it simply didn’t sell. The blame was put on the lack of equipment – by the early Sixties, in a more prosperous Japan than it used to be a few years before, most customers were looking for a car that was less spartan. They finally found it when Toyota unveiled a superior Deluxe version. The Publica had just met its public, at last.

In 1966, the Publica was thoroughly updated. Most obvious was its new front end, longer and more elegant, but other tiny modifications had been made all around the body. Its engine was enlarged to 800c and 36 hp, or even 45 hp in the new convertible version. Sales continued to be strong, but customers were slowly turning to newer, more sophisticated small cars. When production of the initial Publica was stopped in April 1969, the car that succeeded it bore the same name, but was a totally different automobile, based on the Corolla’s shortened platform.

About the model

Model: Toyota Publica
Year: 1961
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro “Oldies”
Acquired: brand new, in September 2006, Manila, Philippines

Perhaps not Ebbro’s best model, but still very acceptable. I experienced some trouble with the door handles that were getting loose. My rating is 13/20.





Model: Toyota Publica
Year: 1961
Maker: Norev
Scale: 1/43
Distributed by: Hachette Fujingaho as no.28 of its Japanese Car Collection press series
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

In addition to the Ebbro mentioned above, I used to have a Norev version of the same car, that I sold since then (sorry, I never thought of taking pictures before!). A simpler model, it nonetheless respected the proportions and dimensions of the Publica. Paint was a surprising, yet original kind of orange.

Citroën Activa

A little history

By the Eighties, Citroën had felt into some sort of lethargy. Apart from some “real” twin-chevron models, the BX and the ageing 2CV and CX, production now comprised a large share of cars that were either rebadged Peugeots or closely related to vehicles from the Sochaux company. Still, Citroën was bold enough to present two concept cars within two years, and therefore was able to demonstrate that its traditional spirit of innovation was not totally gone.

The first one was the Activa, presented during the 1988 Paris motor show. A striking pilarless four-door saloon (with “suicide” rear doors) penned by Dan Abramson, the Activa prominently featured a complex suspension system. Based on Citroën’s customary hydropneumatic suspension, it was controlled by a “Regamo” electronic system and called “Hydractive”. It succeeded in eliminating the important roll in fast turns that had been demonstrated by all hydropneumatic-equipped Citroëns since the DS and, furthermore, it could adjust the car’s handling by changing ride height and damping depending on the way the Activa was driven. Citroën didn’t only focus on suspension, though: its Activa enjoyed a fighter jet-inspired “head-up” holographic data display, four steerable wheels that allowed for a very tight turning radius and sideway parking, and a full-time four-wheel-drive transmission through a four-speed automatic gearbox. Even the seemingly conventional devices received loads of electronics. Its engine, a 3.0-litre V6 rated at 220 hp, looks rather conventional in comparison. Among all of these new systems, the Hydractive suspension proved the most successful one, as no later than the following year it found its way into the new Citroën XM.

Two years after the first Activa, Citroën unveiled the XM-based Activa 2 coupe, again during the Paris motor show. The Hydractive suspension and 3.0-litre engine (now limited to 200 hp) were carried over from its predecessor, while the centre console received an advanced electronic navigation system that was ahead of its time. Yet, the Activa 2 was a much more reasonable car overall, for Citroën seriously considered its production as an heir to the famed SM. In the end, PSA management deemed its manufacture too risky, Citroën lacking the image necessary to sell a car that would have competed with well-established German brands. For the anecdote, the body of the Activa 2 is often but erroneously thought to be from Bertone: as its creditor, Citroën had indeed the Italian company settling part of its debts by building the car, but its involvement stopped here – the design of the Activa 2 was an in-house job, its lines having been drawn once again by Dan Abramson.

Though the Activas did not beget any production vehicle, the name was later applied to the active suspension system available on a variant of the Citroën Xantia.

About the model

Model: Citroën Activa 2
Year: 1990
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.66 of its Passion Citroën press series
Acquired: new with neither box nor stand (probably a production overrun or quality control reject), in February 2007, in Hong Kong, S.A.R.

Universal Hobbies offered a pretty model of the Activa 2 through Atlas’ press series (the Activa 1 was also released, but I don’t have it yet). My rating is 14/20. Note that I hadn’t glue the side mirrors into place when I took these pictures. By the way, I just noticed they’re way too dark! I’ll replace them as soon as I put my hands again on this model.

Renault Dauphine

A little history

Not a single new car sold during five years of conflict and the possibility for a more prosperous working class of purchasing an automobile for the very first time combined to make the little Renault 4CV, launched in mid-1947, an instant hit. Obviously, its manufacturer started to think about its replacement as soon at it was put on the market but, as it turned out, its success was such that a direct substitute could not be imagined. Therefore, a larger car ended up being sold alongside the 4CV, rather than it replaced it.

The “Project 109” study started in earnest in July 1951. Ultimately, the car would become the Dauphine, placed between the 4CV and the Frégate, and addressing previous owners of 4CV whose improved way of life would allow purchasing a larger automobile, while the 4CV would continue to answer the needs of first-time motorists. Rarely the introduction of a new car had been so carefully prepared, the whole development lasting almost five years and including an in-depth study of the needs of the average French motorist.

The presentation of the Renault Dauphine took place in February 1956 in Corsica, where many journalists had been invited to test the first new Renault in more than five years. The public would have to wait one more month for its introduction in Paris. Finally, the Dauphine was officially unveiled during the Geneva motor show. A box-type automobile of much larger proportions than the 4CV, the Dauphine retained a rear engine, but of larger displacement – 850cc for 27 hp. Handling was extremely sound for a car based on this architecture, the Dauphine only oversteering when pushed hard in tight turns. The front luggage compartment was rather vast for the times. And, to make things even better, the Dauphine, after the initial prototypes had been corrected by Ghia, was a very elegant automobile, offered in a variety of bright colours.

As the 4CV before it, the Dauphine’s success was immediate and, ultimately, more than two millions were built until 1968, production continuing until 1970 in some countries. It, too, would survive its heir apparent, the Renault 8. Among the memorable variants of the original car, let’s name the Gordini from 1958, with its 38 hp engine; the Ondine, a better-appointed version introduced in 1960; and the R1093, a homologated racing development of the Dauphine fitted with a 55 hp engine and a four-speed transmission. Another noticeable equipment was the Ferlec electromagnetic clutch (optional from 1957) that turned the Dauphine’s manual transmission into a semi-automatic one. The excellent Dauphine engine was also fitted under the bonnets of such dissimilar vehicles as the Alpine A108 sports coupe or the Renault Estafette panel van. The outputs of the sporty versions’ perhaps seem ludicrous today, but the Gordini and the R1093 were quite effective machines back then, the Dauphine bagging a victory at the Monte Carlo rally, and two at the Tour de Corse, among countless minor trophies.

More than its success in France, the Dauphine’s achievements around the globe were remarkable in a time when brand new cars seldom crossed borders. Apart from FASA, Renault’s Spanish subsidiary, the Dauphine was produced under licence by Alfa Romeo in Italy (easily forgotten today, but there has been thousands of Alfa Romeo Dauphines built!), by Kaiser in Argentina and Israel, by Willys-Overland in Brazil and by the minor Todd Motors in New Zealand. It also served as the base for the Hino Contessa, after the Japanese company had produced the 4CV in the Fifties. Most notable of all, though it ultimately met with a bitter end, was the Dauphine’s great success on the American market. During the first large wave of imports that took place in the late Fifties, it was second only to the Volkswagen Beetle in terms of sales. Unlike the German car, the Dauphine offered four doors, a pretty silhouette and Parisian chic to American motorists. Alas, the Dauphine proved anything but durable on American highways, and suffered to the extreme from rust. To make things worse, Renault’s budding North American network was well below par to address the complaints of its disenchanted customers… When the “Big Three” unveiled their own compact cars, the Ford Falcon, the Chevrolet Corvair and the Plymouth Valiant, Renault ended up with thousands of Dauphines rusting in the open air in New York docks – most were finally shipped back to France at considerable expense.

About the models

Model: Renault Dauphine Gordini
Year: 1958
Maker: Norev
Scale: 1/43
Distributed by: Norev, as part of a “Gordini” box set offered in the “Renault Gamme Sport” series.
Acquired: second-hand as part of the complete set, offered by a friend and fellow collector in December 2006, in Manila, Philippines.

Norev’s rendition of the Dauphine Gordini suffers mostly from the poorly designed door handles, which have the naughty habit of swinging freely around their attachment points. Apart from this detail, this model is rather nice, and deserves a 13/20. This particular one was part of a three-car commemorative “Gordini” set, which also included a Renault 8 Gordini and an already presented Renault 12 Gordini (curiously Norev omitted the Renault 17 Gordini…).





Model: Renault Dauphine
Event: 1958 Monte Carlo rally, driven by Guy Monraisse, navigator Jacques Feret (overall winners)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.62 of its Voitures de Rallye de Collection press series
Acquired: brand new, in July 2006, in Souillac, France

We have briefly discussed about the Dauphine’s racing career. Though the car itself wasn’t particularly impressive, its historical victory in the Monte Carlo justified its inclusion in Altaya’s series of rally cars. Unfortunately Ixo's model of the Dauphine is fitted with grossly oversized side windows. Too bad! My rating is 12/20.









Model: Renault Dauphine
Year: 1961
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.31 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in September 2005, in Souillac, France

Remove the previous model’s few items that identify it as a racing car, and you get this plain Dauphine. In addition to the reproach already made above, Ixo painted its model into this bright orange that has never been a factory colour. This forces me to further lower my rating to 11/20.





Model: Renault Dauphine
Year: 1961
Maker: Norev
Scale: 1/43
Distributed by: M6 as no.2 of its Renault Collection press series
Acquired: brand new, in December 2006, in Souillac, France

Same thing with Norev that provided a plain Dauphine for M6’s press series. It is based on the same mould as the Gordini we have seen above – and suffers from the very same flaw: 13/20.