tag:blogger.com,1999:blog-43441891726641273742024-02-25T00:07:21.939+08:00Scale Model Fanlorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.comBlogger273125tag:blogger.com,1999:blog-4344189172664127374.post-39678493393448972942015-06-14T08:58:00.000+08:002015-06-14T08:58:08.977+08:00World in Motion 1939, released<div style="text-align: justify;">
<b><span style="color: #f6b26b;">World in Motion 1939</span></b>, which intends to be the first volume in a series detailing the year-to-year global automobile production, is finally available as an e-book.</div>
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Purchases can be arranged through Amazon at any of the following pages:</div>
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<b><a href="http://www.amazon.com/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.com</a></b></div>
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<b><a href="http://www.amazon.co.uk/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.co.uk</a></b></div>
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<b><a href="http://www.amazon.de/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.de</a></b></div>
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<b><a href="http://www.amazon.fr/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.fr</a></b></div>
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<b><a href="http://www.amazon.es/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.es</a></b></div>
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<b><a href="http://www.amazon.it/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.it</a></b></div>
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<b><a href="http://www.amazon.nl/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.nl</a></b></div>
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<b><a href="http://www.amazon.co.jp/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.co.jp</a></b></div>
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<b><a href="http://www.amazon.com.br/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.com.br</a></b></div>
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<b><a href="http://www.amazon.ca/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.ca</a></b></div>
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<b><a href="http://www.amazon.com.mx/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.com.mx</a></b></div>
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<b><a href="http://www.amazon.com.au/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.com.au</a></b></div>
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<b><a href="http://www.amazon.in/gp/product/B00ZLN91ZG?*Version*=1&*entries*=0">Amazon.in</a></b></div>
lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com0tag:blogger.com,1999:blog-4344189172664127374.post-85458887884427473892015-06-05T11:12:00.004+08:002016-07-06T12:29:25.963+08:00Automobile catalogue - Contacts<div style="text-align: justify;">
Work is completely done on <b><span style="color: #f6b26b;"><i>World in Motion 1939</i></span></b>. Started in September last year, it has finally lasted until 4.30 pm yesterday.</div>
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Further announcements will follow regarding the release of the ebook, but in the meantime here are some contacts:<br />
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To write to us: <b><a href="mailto:belvedere.publishing@gmail.com">belvedere.publishing@gmail.com</a></b><br />
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To follow us: <b><a href="https://belvederepublishing.wordpress.com/">https://belvederepublishing.wordpress.com/</a></b><br />
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To like us: <b><a href="http://www.facebook.com/belvedere.publishing">http://www.facebook.com/belvedere.publishing</a></b><br />
(Belvedere Books' World in Motion)</div>
lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com0tag:blogger.com,1999:blog-4344189172664127374.post-38670037789425046902015-05-23T14:26:00.002+08:002015-05-23T14:37:07.649+08:00Automobile catalogue - Some news, and a first glance at it!<div style="text-align: justify;">
Only some finishing touches remain, then <b><span style="color: #f6b26b;"><i>World in Motion 1939</i></span></b> will be complete.<br />
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The work on the last coachbuilders, which I mentioned here last week, is finished. I added four pages of information regarding Australian automobiles, which represented quite a lively industry, even years before Holden launched the very first national model on the market. Today I have a few things to write about Canada, then Latin America. Various corrections will follow and then, finally, my work will be over, almost nine months after I started. As the book virtually has its final shape, I uphold my previous estimation of about 300 pages.<br />
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Tentative date for the publication - first half of June, as a reminder - again remains unchanged as everything follows its course perfectly.<br />
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And as a bonus, you can have a look at the cover:<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiBchw_uxTHjuG6A13KrfWklIRgXWFtmDeULKRJgALEm3tfkJL9al-CKi1JfE2mKVW7Bv3kN1a1PmiDNbUTvLWz0DQ4baTJxPFcuhhQ6Db3B8hpI6XGCe33LLC_6HcU9Znk_KqpgAz-jcs/s1600/1939+Book+Cover+3D3.gif" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiBchw_uxTHjuG6A13KrfWklIRgXWFtmDeULKRJgALEm3tfkJL9al-CKi1JfE2mKVW7Bv3kN1a1PmiDNbUTvLWz0DQ4baTJxPFcuhhQ6Db3B8hpI6XGCe33LLC_6HcU9Znk_KqpgAz-jcs/s320/1939+Book+Cover+3D3.gif" width="256" /></a></div>
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lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com0tag:blogger.com,1999:blog-4344189172664127374.post-91834110920847598242015-05-16T13:47:00.001+08:002015-05-16T13:47:46.807+08:00Automobile catalogue - Update<div style="text-align: justify;">
Work continues on <b><span style="color: #f6b26b;"><i>World in Motion 1939</i></span></b>. Initially planned to count approximately 230 pages, extra information has now pushed up the expected mark to around 300 pages. The book will not only include all manufacturers (they are all finished), but also coachbuiders - that is, for those of you less familiar with the automotive industry of the years past, companies building one-off bodies on a bare chassis at the request of the customer. For the latter, the major part is already written and included in the book, with the exception of Great Britain, which had many such firms at the time and that I barely started working on.</div>
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As of now, the book's scheduled release date remains unchanged.</div>
lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com0tag:blogger.com,1999:blog-4344189172664127374.post-63938653567912291902015-05-09T14:18:00.001+08:002015-05-09T14:18:59.521+08:00Automobile catalogue - soon to be released<div style="text-align: justify;">
It has been an extremely long time since I last wrote in this blog - as for the motives, I already expressed them at length.</div>
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The excuse for this new post, which ends such an extended period of silence, is for an announcement. Not having posted here for years does not mean that I have been away from model cars collecting or, more generally, that my interest in vintage automobiles has waned.</div>
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Some of you may have visited my other blog Automobiles of the World, equally abandoned for the very same reasons, in which I had started to list automobiles in a brand-per-brand, year-per-year format. Based on a similar concept, I am glad to announce the imminent publication of <i><b><span style="color: #f6b26b;">World in Motion 1939</span></b></i>, which details the world automobile production during the said year, country by country, from the mainstream manufacturers to the lesser known brands and prototypes that have emerged during that time.</div>
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This work will be available as an ebook. Tentative date for its release is the first half of June 2015. Further information will be provided as this date draws close.</div>
lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com0tag:blogger.com,1999:blog-4344189172664127374.post-75201800856193948182012-04-21T21:40:00.001+08:002012-04-21T21:53:35.568+08:00I give up!<div style="text-align: justify;">
Well, I still cross my fingers that it won't be more than temporary, but...</div>
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For those of you who are themselves Blogger users, I don't know what your own opinion about their new interface is. <i>"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." </i>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.</div>
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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...</div>
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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 <i>italic</i>, or Ctrl+B for <b>bold</b>. 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.</div>
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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.</div>
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Instead
of this post, you were supposed to read the whole story of the Hudson
Jet on <i>Scale Model Fan</i>'s related blog, <i>Automobiles of the World</i>. 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, <i>momentary</i>, 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.</div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com8tag:blogger.com,1999:blog-4344189172664127374.post-75752993495006161382012-04-16T18:04:00.004+08:002012-04-16T18:44:42.233+08:00BMW 507<div style="text-align: justify;">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 <span style="font-weight: bold; color: rgb(102, 255, 255);">escala43</span>, <span style="font-weight: bold; color: rgb(102, 255, 255);">A.Sivianes</span>, <span style="font-weight: bold; color: rgb(102, 255, 255);">rosslann</span> and <span style="font-weight: bold; color: rgb(102, 255, 255);">Totò</span>. Enjoy your visit(s) here!<br /><br /><span style="font-style: italic;">A little history</span><br /><br />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 <a href="http://scalemodelfan.blogspot.com/2009/04/bmw-501-and-502.html">501 and 502</a> 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.<br /><br />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.<br /><br />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 <a href="http://scalemodelfan.blogspot.com/2009/04/iso-isetta.html">Isetta</a>, the Italian bubble car.<br /><br /><span style="font-style: italic;">About the models</span><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">BMW 507<br /></span></span><span style="font-weight: bold;">Year:</span> 1955<br /> <span style="font-weight: bold;">Maker:</span> Motor Max<span style="font-weight: bold;"><br /></span><span style="font-weight: bold;">Scale:</span> 1/24<br /> <span style="font-weight: bold;">Distributed by:</span> Motor Max<br /> <span style="font-weight: bold;">Acquired:</span> brand new, in December 2005, in Manila, Philippines<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200021.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200021.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200025.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200025.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200005.jpg" target="_blank"><img style="width: 413px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200005.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200014.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200014.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200006.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200006.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200020.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200020.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200009.jpg" target="_blank"><img style="width: 413px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200009.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0140.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0140.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> BMW 507</span></span><br /><span style="font-weight: bold;">Year:</span> 1956<br /><span style="font-weight: bold;">Maker:</span> New Ray<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> New Ray, "Auto Model Kit" series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in September 2003, in Manila, Philippines<br /><br />New Ray also proposes this model, as poor as usual: 8/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0361.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0361.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0506.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0506.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0498.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0498.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0497.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0497.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> BMW 507</span></span><br /><span style="font-weight: bold;">Year:</span> 1957<br /><span style="font-weight: bold;">Maker:</span> <span>Del Prado, or whoever builds models for Del Prado</span><br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> M-Smart<br /><span style="font-weight: bold;">Acquired:</span> brand new, in February 2007, in Shenzhen, China<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0030-1.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0030-1.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0031-1.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0031-1.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0967.jpg" target="_blank"><img style="width: 413px; height: 615px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0967.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0966.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0966.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0963.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0963.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com4tag:blogger.com,1999:blog-4344189172664127374.post-51990002515450087842012-03-18T08:47:00.005+08:002012-03-18T09:33:58.848+08:00Peugeot 607<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /><br />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 <a href="http://scalemodelfan.blogspot.com/2009/03/citroen-cx.html">Citroën CX</a>, all other upper range models over the years, the <a href="http://scalemodelfan.blogspot.com/2009/06/renault-25.html">Renault 25</a> 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.<br /><br />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.<br /><br />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 <span style="font-style: italic;">Autobahn</span>, 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.<br /><br />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.<br /><br /><span style="font-style: italic;">About the model</span><br style="font-style: italic;"><br /><span style="font-weight: bold;">Model:</span><span style="font-weight: bold;"> </span><span style="font-weight: bold;"><span style="color: rgb(255, 255, 51);">Peugeot 607</span></span><br /><span style="font-weight: bold;">Year:</span> 2000<br /><span style="font-weight: bold;">Maker:</span> Norev<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Hachette as no.49 of its <span style="font-style: italic;">Collection Peugeot</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in January 2008, in Souillac, France<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0326.jpg" target="_blank"><img style="width: 414px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0326.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0321.jpg" target="_blank"><img style="width: 414px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0321.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com0tag:blogger.com,1999:blog-4344189172664127374.post-74716620059626279792012-03-01T13:29:00.003+08:002012-03-16T23:38:06.616+08:00Ford Escort (1980-1990)<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /><br />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.<br /><br />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.<br /><br />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.<br /><br /><span style="font-style: italic;">About the models</span><br style="font-style: italic;"><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> Ford Escort 1.3 GL<br /></span></span><span style="font-weight: bold;">Year:</span> 1982<br /><span style="font-weight: bold;">Maker:</span> Ixo<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Altaya as no.95 of its <span style="font-style: italic;">Nos Chères Voitures d'Antan</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in December 2007, in Souillac, France<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0152.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0152.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0148.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0148.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0167.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0167.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0166-1.jpg" target="_blank"><img style="width: 412px; height: 275px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0166-1.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model: </span><span style="color: rgb(255, 255, 51); font-weight: bold;">Ford Escort XR3</span><br /><span style="font-weight: bold;">Year:</span> c.1983<br /><span style="font-weight: bold;">Maker:</span> Bburago<br /><span style="font-weight: bold;">Scale:</span> 1/24<br /><span style="font-weight: bold;">Distributed by:</span> Bburago<br /><span style="font-weight: bold;">Acquired:</span> second hand with neither box nor stand, in December 2011, in Brive, France<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130472.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130472.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130473.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130473.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130474.jpg" target="_blank"><img style="width: 412px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130474.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130475.jpg" target="_blank"><img style="width: 412px; height: 308px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130475.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com3tag:blogger.com,1999:blog-4344189172664127374.post-8971369806494827592012-02-20T17:47:00.004+08:002012-02-20T18:15:22.492+08:00Volvo Series 88<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /><br />During the Fifties, the old company Volvo had succeeded in making itself known outside of its native Sweden thanks to its <a href="http://scalemodelfan.blogspot.com/2009/05/volvo-pv444-and-pv544.html">PV444</a> 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.<br /><br />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.<br /><br />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.<br /><br /><span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> Volvo N88</span></span><br /><span style="font-weight: bold;">Year:</span> 1967<br /><span style="font-weight: bold;">Maker:</span> Ixo<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Altaya as no.2 of its <span style="font-style: italic;">Camions d'Autrefois</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in December 2011, in Souillac, France<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC080138.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC080138.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC080137.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC080137.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC080139.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC080139.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC080140.jpg" target="_blank"><img style="width: 414px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC080140.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130649.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130649.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130646.jpg" target="_blank"><img style="width: 414px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130646.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130648.jpg" target="_blank"><img style="width: 415px; height: 311px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130648.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com2tag:blogger.com,1999:blog-4344189172664127374.post-63077159735913251942012-02-13T19:37:00.002+08:002012-02-13T19:44:41.271+08:00Toyota Publica<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /><br />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!<br /><br />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.<br /><br />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.<br /><br />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.<br /><br /> <span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">Toyota Publica<br /></span></span><span style="font-weight: bold;">Year:</span> 1961<br /> <span style="font-weight: bold;">Maker:</span> Ebbro<br /> <span style="font-weight: bold;">Scale:</span> 1/43<br /> <span style="font-weight: bold;">Distributed by:</span> Ebbro “Oldies”<br /> <span style="font-weight: bold;">Acquired:</span> brand new, in September 2006, Manila, Philippines<br /><br />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.<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=ToyotaPublica1.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/ToyotaPublica1.jpg" alt="Photobucket" border="0" /></a><br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=ToyotaPublica2.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/ToyotaPublica2.jpg" alt="Photobucket" border="0" /></a><br /><br /> <span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">Toyota Publica<br /></span></span><span style="font-weight: bold;">Year:</span> 1961<br /> <span style="font-weight: bold;">Maker:</span> Norev<br /> <span style="font-weight: bold;">Scale:</span> 1/43<br /> <span style="font-weight: bold;">Distributed by:</span> Hachette Fujingaho as no.28 of its <span style="font-style: italic;">Japanese Car Collection</span> press series<br /> <span style="font-weight: bold;">Acquired:</span> brand new, in January 2007, in Hong Kong, S.A.R.<br /> <br />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.<br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com1tag:blogger.com,1999:blog-4344189172664127374.post-61576607773905220182012-02-06T08:53:00.003+08:002012-04-28T19:22:59.375+08:00Citroën Activa<div style="text-align: justify;"><span style="font-style: italic;">A little history<br /><br /></span><span>B</span>y the Eighties, Citroën had felt into some sort of lethargy. Apart from some “real” twin-chevron models, the <a href="http://scalemodelfan.blogspot.com/2009/06/citroen-bx.html">BX</a> and the ageing 2CV and <a href="http://scalemodelfan.blogspot.com/2009/03/citroen-cx.html">CX</a>, 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.<br /><br />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.<br /><br />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.<br /><br />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 <a href="http://scalemodelfan.blogspot.com/2009/09/citroen-xantia_14.html">Citroën Xantia</a>.<br /><br /><span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> Citroën Activa 2<br /></span></span><span style="font-weight: bold;">Year:</span> 1990<br /><span style="font-weight: bold;">Maker:</span> Universal Hobbies<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Atlas as no.66 of its <span style="font-style: italic;">Passion Citroën</span> press series<br /><span style="font-weight: bold;">Acquired:</span> new with neither box nor stand (probably a production overrun or quality control reject), in February 2007, in Hong Kong, S.A.R.<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0042-3.jpg" target="_blank"><img style="width: 413px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0042-3.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0043-3.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0043-3.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com2tag:blogger.com,1999:blog-4344189172664127374.post-11653083548009956232012-02-03T17:17:00.003+08:002012-02-03T20:47:51.960+08:00Renault Dauphine<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /><br />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 <a href="http://scalemodelfan.blogspot.com/2009/09/renault-4cv_16.html">Renault 4CV</a>, 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.<br /><br />The “Project 109” study started in earnest in July 1951. Ultimately, the car would become the Dauphine, placed between the 4CV and the <a href="http://scalemodelfan.blogspot.com/2009/09/renault-fregate_10.html">Frégate</a>, 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.<br /><br />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.<br /><br />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 <a href="http://scalemodelfan.blogspot.com/2010/09/alpine-a108_04.html">Alpine A108</a> sports coupe or the <a href="http://scalemodelfan.blogspot.com/2009/08/renault-estafette.html">Renault Estafette</a> 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.<br /><br />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 <a href="http://scalemodelfan.blogspot.com/2009/09/hino-pa.html">4CV</a> 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 <span style="font-style: italic;">chic</span> 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 <a href="http://scalemodelfan.blogspot.com/2012/01/chevrolet-corvair.html">Chevrolet Corvair</a> 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.<br /><br /><span style="font-style: italic;">About the models</span><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">Renault Dauphine Gordini<br /></span></span><span style="font-weight: bold;">Year:</span> 1958<br /><span style="font-weight: bold;">Maker:</span> Norev<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Norev, as part of a “Gordini” box set offered in the “Renault Gamme Sport” series.<br /><span style="font-weight: bold;">Acquired:</span> second-hand as part of the complete set, offered by a friend and fellow collector in December 2006, in Manila, Philippines.<br /><br />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 <a href="http://scalemodelfan.blogspot.com/2010/10/renault-12.html">Renault 12 Gordini</a> (curiously Norev omitted the Renault 17 Gordini…).<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=RenaultDauphineGordini1.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/RenaultDauphineGordini1.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=RenaultDauphineGordini2.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/RenaultDauphineGordini2.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> Renault Dauphine</span></span><br /><span style="font-weight: bold;">Event:</span> 1958 Monte Carlo rally, driven by Guy Monraisse, navigator Jacques Feret (overall winners)<br /><span style="font-weight: bold;">Maker:</span> Ixo<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Altaya as no.62 of its <span style="font-style: italic;">Voitures de Rallye de Collection</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in July 2006, in Souillac, France<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=RenaultDauphine.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/RenaultDauphine.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0877.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0877.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0882.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0882.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0883.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0883.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> Renault Dauphine<br /></span></span><span style="font-weight: bold;">Year:</span> 1961<br /><span style="font-weight: bold;">Maker:</span> Ixo<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Altaya as no.31 of its <span style="font-style: italic;">Nos Chères Voitures d'Antan</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in September 2005, in Souillac, France<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0080-4.jpg" target="_blank"><img style="width: 414px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0080-4.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0082-4.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0082-4.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 0);">Renault Dauphine</span></span><br /><span style="font-weight: bold;">Year:</span> 1961<br /><span style="font-weight: bold;">Maker:</span> Norev<span style="font-weight: bold;"><br /></span><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> M6 as no.2 of its Renault Collection press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in December 2006, in Souillac, France<br /><br />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.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT2845.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT2845.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT2844.jpg" target="_blank"><img style="width: 414px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT2844.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT2899.jpg" target="_blank"><img style="width: 414px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT2899.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT2900.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT2900.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com4tag:blogger.com,1999:blog-4344189172664127374.post-9945303141694030982012-01-31T21:20:00.001+08:002012-01-31T21:20:58.391+08:00Chevrolet Corvair<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /> <br />When one thinks about American cars, stereotypes most probably come to his or her mind, as hefty sizes and weights, chromes, V8 engines, and so on. Still, American engineers sometimes proved to be capable of creating something original. In the case of the Corvair, they were poorly rewarded for their efforts.<br /> <br />The Corvair’s concept was due to Edward Nicholas “Ed” Cole, on Chevrolet’s payroll since 1933. During the Fifties, he was named chief engineer, then general manager of General Motors’ biggest seller. He already had an eye on the many rear-engine cars developed in Europe, particular the Volkwagen Beetle, so different from anything Detroit was producing, yet so popular in America. So Cole thought the time was ripe for an American-made rear-engine automobile.<br /> <br />The Corvair, as it was to be called, would be a compact car. Nash and its successor AMC had opened the way with the Rambler, imitated by Studebaker and its Lark. Simultaneously, imports peaked by the end of the decade. The three major corporations had to react and each prepared a compact car of their own. This riposte took the shape of three compacts that all appeared for model year 1960. Ford unveiled the Falcon, a very conventional car and, as it turned out, the most popular of the bunch. Plymouth introduced the Valiant, which unfortunately suffered from a tormented style announcing the odd-looking Chrysler cars of the next few years – until the group’s chief designer Virgil Exner finally got the boot. Concurrently, Chevrolet presented its Corvair, fitted with a rear-mounted, air-cooled flat six. Completely new to GM’s engineers, this original architecture had proved difficult to develop – even after entering production, the Corvair’s engine would leak oil in enormous proportions. Its main problem though would come from its rear suspension. The swing axle should have been complemented by an anti-roll bar. GM’s accountants didn’t follow the engineers’ suggestion: with all its unusual technologies, the Corvair was expensive to build, and some costs had to be cut to make the car competitive on the market. This choice would prove decisive in the catastrophe that loomed ahead.<br /> <br />Still, things were not going so bad yet. Sales were inferior to those of archrival Ford, but good enough. Performance was rather limited, though the 2.3-litre six was working hard to provide at least good acceleration, but the body had been masterfully crafted – ironically, the Corvair’s look would inspire many designers: the NSU Prinz 4, the Simca 1000, the Hino Contessa, or the Fiat 1300/1500 all mimicked the unsuccessful Chevrolet. In addition to this, the range was limited at first, including only only two- and four-door sedans. Developing Chevrolet’s offer could help, so during the next few years many models being added to the catalogue: the short-lived Lakewood station wagon, the Greenbrier minibus and Corvan 95 van and pickup, and a convertible. But it was the Monza Spyder that determined the future of the car. Launched in 1962, it added to the car a turbocharger (a rare equipment in those days), boosting the power to 150 hp and transforming the Corvair, with its peculiar handling, into an affordable sportscar. The whole range benefited from the new image carved by the Monza Spyder, finding a niche that allowed it to remain on Chevrolet’s pricelist despite the introduction of a more conventional compact, the Chevy II.<br /> <br />Sold as a sporty compact, could the Corvair finally be a success? Two elements played against it, once again. The first was the introduction of the Ford Mustang halfway through model year 1964. Compact, nimble, cheap, sporty, somewhat different, the new Ford was all this… as the Corvair had been before it. That is to say, the Mustang could do anything the rear-engine Chevrolet did, only better. In particular, the Corvair had to settle with its turbocharged six as its most potent engine, while the Mustang offered V8s and a whole range of optional heavy-duty parts that could turn it into a genuine performance machine. Inevitably, the Corvair was rapidly expelled from its very last stronghold.<br /> <br />The second event that negatively affected the Corvair’s career was the book from a then-unknown lawyer, Ralph Nader. In <span style="font-style: italic;">Unsafe at any speed</span>, Nader violently denounced the absence of concern the manufacturers demonstrated for safety. All automobile companies were under fire – even Rolls-Royce was cited – but no car received harsher critics from Nader than the Corvair, which handling was supposedly extremely hazardous. In addition, Nader argued that in case of a frontal shock, the driver would be impaled by the steering column. Many claims later proved to be, at least, grossly exaggerated, but the fatal blow had already been given nonetheless.<br /> <br />Nader’s attacks paradoxically came as the Corvair was bettering itself. For 1965, a second generation of the car was unveiled. The swing axle gave way to a much superior independent suspension on all four wheels. One year later, Chevrolet would face Ralph Nader’s critics by fitting a two-piece steering column, then a collapsible one after another year. Best of all perhaps, the new Corvair, inspired in part by the Corvette Stingray, was lower and longer, and definitely <span style="font-style: italic;">very</span> elegant.<br /> <br />Alas, this second Corvair was leading a fight that was already lost. In 1966, Chevrolet decided to stop the development of the car to concentrate on its challenger to the Mustang’s supremacy, the oncoming Camaro. Shortly thereafter, advertisement expenses were drastically reduced. Year after year, demand unsurprisingly dropped. Production figures were six-digits numbers when the car had been initially launched; in 1969, for its very last year, only six thousand left the factory. A sad end for a car that has been extremely ambitious at its outset.<br /> <br /> <span style="font-style: italic;">About the model</span><br /> <br /> <span style="font-weight: bold;">Model:</span><span style="font-weight: bold;"> </span><span style="font-weight: bold;"><span style="color: rgb(255, 255, 51);">Chevrolet Corvair Monza<br /></span></span><span style="font-weight: bold;">Year:</span> 1969<br /> <span style="font-weight: bold;">Maker:</span> Yat Ming<br /> <span style="font-weight: bold;">Scale:</span> 1/18<br /> <span style="font-weight: bold;">Distributed by:</span> Road Signature<br /> <span style="font-weight: bold;">Acquired:</span> brand new, in November 2004, in Manila, Philippines<br /> <br />Excellent model by Yat Ming. With the exception of its engine, too much plastic-like to my taste, all details of this die-cast have been carefully crafted. My rating is 14/20.<br /> <br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200200.jpg" target="_blank"><img style="width: 414px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200200.jpg" alt="Photobucket" border="0" /></a><br /> <br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200196.jpg" target="_blank"><img style="width: 414px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200196.jpg" alt="Photobucket" border="0" /></a><br /> <br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200195.jpg" target="_blank"><img style="width: 414px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200195.jpg" alt="Photobucket" border="0" /></a><br /> <br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200203.jpg" target="_blank"><img style="width: 414px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200203.jpg" alt="Photobucket" border="0" /></a><br /> <br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200204.jpg" target="_blank"><img style="width: 414px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200204.jpg" alt="Photobucket" border="0" /></a><br /> <br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200205.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200205.jpg" alt="Photobucket" border="0" /></a><br /> <br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC200197.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC200197.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com2tag:blogger.com,1999:blog-4344189172664127374.post-38787387381165459162012-01-28T18:42:00.003+08:002012-01-28T22:54:20.630+08:00BMW F650<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /><br />A rather elitist brand on four as well as on two wheels, BMW decided during the early Nineties to address a slightly less affluent and much younger clientele. In 1993, this willingness translated into the F650. Available in two versions, the Funduro and the ST, the F650 was powered by a single-cylinder 650cc Rotax rated at 50 hp. Both models were built until the end of 1999, when they were replaced by a single model, the F650GS. Fitted with an injection engine and a catalytic converter, the GS stood higher, yet had a lower centre of gravity thanks to a modified fuel tank.<br /><br />At the end of 2007, BMW deeply updated its F650GS for the Milan motorcycle show. Since then, it has appeared as a simplified version of the new F800GS. A little odd perhaps, the F650GS actually shares its larger sister’s smoother 800cc engine. Once more provided by Rotax, it is an inline twin delivering 85 hp in F800 guise, but limited to 71 hp when fitted to the F650. Again designed for a public of bikers with limited experience, both GS models can also be restricted to a friendlier output of only 34 hp. They are still proposed by BMW today.<br /><br /><span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model: </span><span style="color: rgb(255, 255, 51); font-weight: bold;">BMW F650GS<br /></span><span style="font-weight: bold;">Year:</span><span> 2007</span><br /><span style="font-weight: bold;">Maker: </span><span>Maisto</span><br /><span style="font-weight: bold;">Scale: </span>1/18<br /><span style="font-weight: bold;">Distributed by:</span> Maisto<br /><span style="font-weight: bold;">Acquired:</span> second hand with neither stand nor box, in December 2011, in Brive, France<br /><br />A rendition of the F650GS that is well in line with what Maisto usually produces: nicely done overall but the high content of plastic parts sadly makes it look a little toy-like. My rating is 12/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC130742---.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC130742---.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC130736---.jpg" target="_blank"><img style="width: 412px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC130736---.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%204/?action=view&current=PC130739---.jpg" target="_blank"><img style="width: 412px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%204/PC130739---.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com0tag:blogger.com,1999:blog-4344189172664127374.post-71993178909863862402012-01-24T12:04:00.006+08:002012-01-24T13:00:11.208+08:00Lamborghini Diablo<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /><br />In 1985, Lamborghini decided to replace its most iconic automobile, the Countach. Temporarily dubbed Project 132, the new car was to reach 315 kph, establishing itself as one of the fastest cars in the world. On the outside, penning its body was entrusted once again to famed designer Marcello Gandini, to whom had been credited most Lamborghini designs up to then. Alas, development was slowed down by Lamborghini’s serious lack of funds. Having narrowly escaped a bankruptcy, the Sant’Agata company was still in poor shape by the Eighties. Then, Chrysler entered the stage. The American giant too had closely avoided its ruin, turning the tides around 1980 with successful vehicles such as the L-platform cars (Plymouth Horizon and Dodge Omni) then the K-Cars (Plymouth Reliant and Dodge Aries). Though it had just sold its many branches overseas, it was willing to add a little prestige to its name by investing the cash it had lacked for so many years into the purchase of a reputed European auto maker.<br /><br />Lamborghini’s takeover took place in 1987, and though the Italian company lost its independence in the process, it insured that it would have sufficient budget to complete its Project 132. This was achieved, but not without having Chrysler’s management interfere with the car’s development. Marcello Gandini’s radically angular body displeased the American executives, so Chrysler’s designers drew a heavily modified body for the car, which ended up being much more curved and rounded than intended. Dismayed, Gandini left with his drawings and put them to good use to create the Cizeta-Moroder V16T.<br /><br />The new Lamborghini finally appeared in January 1990 at the Detroit motor show, under the name Diablo. Though its engine was the well-known 5.7-litre V12, this time rated at 492 hp, the car exceeded its initial goal and could reach an impressive 325+ kph. Compared to the departing Countach, the Diablo was also designed to be a much more comfortable GT and not solely a performance-oriented machine, so it came with a long list of optional equipments, though the base model remained relatively spartan.<br /><br />The early Nineties were a time of severe competition in the supercars field, with many projects from both established companies and newcomers. Lamborghini could not afford to wait too long to update its Diablo, which was done in 1993 with the introduction of the VT. The new variant enjoyed an all-wheel-drive transmission which was based on the experience gleaned from the LM002 off-road vehicle, a new suspension, improved brakes, a new dashboard and a wide array of minor modifications. The car came standard with air-conditioning but, surprisingly, still had to wait for an ABS system.<br /><br />The Lamborghini Diablo’s range was widely augmented during 1995. The year saw the introduction of a long-awaited VT Roadster, and a new version fitted with a conventional rear-wheel-drive transmission, the SV. Finally, after Chrysler sold Lamborghini to the VAG group, the Diablo was facelifted, receiving a front end treatment that was somewhat reminiscent of the <a href="http://scalemodelfan.blogspot.com/2009/04/bugatti-eb110.html">Bugatti EB110</a>, ironically another Marcello Gandini creation. It also gained a V12 engine enlarged to 6.0-litre and good for 550 hp, and a modified all-wheel-drive transmission… which wasn’t necessarily an improvement over the previous version. Under this latest guise, the Diablo was produced until 2001, when it was succeeded by the Lamborghini Murciélago.<br /><br /><span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model: </span><span style="color: rgb(255, 255, 51); font-weight: bold;">Lamborghini Diablo<br /></span><span style="font-weight: bold;">Year:</span><span> 1990</span><br /><span style="font-weight: bold;">Maker: </span><span>Maisto</span><br /><span style="font-weight: bold;">Scale: </span>1/18<br /><span style="font-weight: bold;">Distributed by:</span> Maisto<br /><span style="font-weight: bold;">Acquired:</span> second hand with neither box nor stand, in April 2007, in Brive, France<br /><br />This is a correct yet inexpensive model of the Diablo. Nothing extraordinary about it, and furthermore the thick plastic-made harnesses fitted to the seats somewhat spoil the passenger compartment, but still worth a 13/20 rating.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130505.jpg" target="_blank"><img style="width: 412px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130505.jpg" alt="Photobucket" border="0" /></a><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130508.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130508.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130511.jpg" target="_blank"><img style="width: 412px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130511.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130507.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130507.jpg" alt="Photobucket" border="0" /></a><br /><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130510.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130510.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model: </span><span style="color: rgb(255, 255, 51); font-weight: bold;">Lamborghini Diablo</span><br /> <span style="font-weight: bold;">Year:</span> 1990<br /> <span style="font-weight: bold;">Maker:</span> Bburago<br /> <span style="font-weight: bold;">Scale:</span> 1/24<br /> <span style="font-weight: bold;">Distributed by:</span> Bburago<br /><span style="font-weight: bold;">Acquired:</span> second hand with neither box nor stand, in April 2007, in Brive, France<br /><br />This die-cast is simple, even toy-ish perhaps, but correct enough and extremely cheap. Bburago has always had a problem with the width of its tyres, which the Italian brand represents much too wide, but it’s obviously not really an issue with this particular model. My rating is 10/20.<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC120330.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC120330.jpg" alt="Photobucket" border="0" /></a><br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC120331.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC120331.jpg" alt="Photobucket" border="0" /></a><br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC120329.jpg" target="_blank"><img style="width: 412px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC120329.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> </span></span><span style="color: rgb(255, 255, 51); font-weight: bold;">Lamborghini Diablo VT</span><br /><span style="font-weight: bold;">Year:</span> 1993<br /><span style="font-weight: bold;">Maker:</span> <span>Del Prado, or whoever builds models for Del Prado</span><br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Del Prado through an unknown Japanese press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in December 2006, in Hong Kong, S.A.R.<br /><br />Del Prado has offered a surprisingly agreeable model of the Diablo – this cannot be said of all die-casts proposed by the Italian distributor. This effort is certainly worth 12/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0035-3.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0035-3.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0036-4.jpg" target="_blank"><img style="width: 412px; height: 275px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0036-4.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0039-6.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0039-6.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%202/?action=view&current=PICT0038-2.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%202/PICT0038-2.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com4tag:blogger.com,1999:blog-4344189172664127374.post-28415657044129248152012-01-20T10:14:00.004+08:002012-01-20T10:20:06.449+08:00A few updates<div style="text-align: justify;">During my trip back to France I photographed a few die-casts that I haven’t still brought to Manila to join the rest of the collection. Some reproduce car models that I already mentioned here, as this <a href="http://scalemodelfan.blogspot.com/2010/09/alpine-a108_04.html">Alpine A108</a> for example. Here is a sample, but you can click on the link just above to see all the new pictures:<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC140794.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC140794.jpg" alt="Photobucket" border="0" /></a><br /><br />My second update regards once again an Alpine, but the much more recent <a href="http://scalemodelfan.blogspot.com/2009/08/alpine-a310_27.html">A310</a> this time. When this particular version was built in 1981, it had already gained a V6 engine and was then trying its luck – rather unsuccessfully – on the GT market.<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC140799.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC140799.jpg" alt="Photobucket" border="0" /></a><br /><br />The third instalment of my updates goes to <a href="http://scalemodelfan.blogspot.com/2009/10/chaparral-2_07.html">Chaparral</a>. Though I had with me in France all I needed to take proper pictures, I didn’t bring along the necessary tools to deal with the devilish screws designed by Ixo, so many models have remained boxed in the meantime...<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC140814.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC140814.jpg" alt="Photobucket" border="0" /></a><br /><br />Among the models taken on camera was this <a href="http://scalemodelfan.blogspot.com/2009/03/citroen-cx.html">Citroën CX</a>, an early toy of mine that had never imagined, after so many years, ending up in a collection!<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130631.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130631.jpg" alt="Photobucket" border="0" /></a><br /><br />Though not exactly a new model, I also took better pictures of the eye-catching <a href="http://scalemodelfan.blogspot.com/2009/04/indian-chief.html">Indian Chief</a> to add to those already presented earlier.<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130524.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130524.jpg" alt="Photobucket" border="0" /></a><br /><br />I was quite surprised to learn that I already did a post about the <a href="http://scalemodelfan.blogspot.com/2009/08/schlesser-buggy_31.html">Schlesser Buggy</a> – here is a much larger 1/24 model to add.<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC120289.jpg" target="_blank"><img style="width: 413px; height: 310px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC120289.jpg" alt="Photobucket" border="0" /></a><br /><br />In addition to this, I made corrections to the recent post about the SS Jaguar SS1. I have always been confused about the adoption of the Jaguar name for the SS Cars’ models, that is, until a few weeks ago – and just after writing this post, obviously – when reading an article in an old issue of <span style="font-style: italic;">Collectible Automobiles</span> taught me that Swallow’s management decided to use this name in 1935, a decision that was effective the following year. Therefore, the SS1 has never been called a Jaguar during its production run. Consequently the post is now more accurately named <a href="http://scalemodelfan.blogspot.com/2011/12/ss-jaguar-ss1.html">SS Cars SS1</a>, though I retained the convenient “Jaguar” label for it.<br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com2tag:blogger.com,1999:blog-4344189172664127374.post-35248445207220852772012-01-17T12:01:00.004+08:002012-01-17T13:04:03.550+08:00Suzuki Hayabusa<div style="text-align: justify;">Belated Happy New Year to you all, and welcome back!<br /><br /><span style="font-style: italic;">A little history</span><br /><br />There has been a time when a 750cc bike could be considered large and powerful. But as the Nineties dawned, announcing a struggle of huge proportions for the title of the fastest production motorcycle in the world, the big bikes of yesterday would soon be dwarfed by the modern giants.<br /><br />By the late decade, the record stood in the hands of Honda, which CBR1100XX Super Blackbird could reach an astonishing 290 kph. <span style="font-style: italic;">“It’s not your father’s Honda”</span>, to paraphrase a famous automotive slogan. That was at this moment that Suzuki entered the fray.<br /><br />Admittedly, its GSX1300R wasn’t, in the early stages of its development, intended to set a world record. But from the moment it was decided to adopt a 1300cc inline-four engine, the largest block ever fitted to a sport motorcycle, the company’s engineers felt the title could be at hand. The new bike was introduced in 1999 under the name Hayabusa (<span style="font-style: italic;">“peregrine falcon”</span>) – incidentally, this has already been the name of Japan’s most successful fighter aircraft of World War Two, the Nakajima Ki-43. With as much as 173 bhp, a rather light weight and a very sleek design, the Suzuki Hayabusa broke the symbolic 300 kph barrier and, setting a 312 kph mark, crushed its competitors.<br /><br />In spite of being a remarkable machine, the Hayabusa caused controversy. First of all, the public was split over its peculiar look. Keyword during its development had been efficiency, not beauty. As it turned out, the Hayabusa announced the way most subsequent motorcycles would look like. More serious was the stir created by the escalating race between manufacturers to produce the fastest production motorcycle. Could it be really wise to let such machines roaming on open roads? Anticipating a negative reaction from the authorities of several countries, and possibly even a ban on such “hyper-sport” motorcycles, the various companies involved decided to declare a ceasefire and limit the top speed of their machines to “only” 300 kph. The Hayabusa respected the terms of this agreement from model year 2001, and was produced as such until the end of 2007, without much modification.<br /><br />For model year 2008, Suzuki launched a new Hayabusa, which is actually more of an evolution of its predecessor. The controversial appearance of the first generation was by then much better accepted, so the second GSX1300R kept a similar look, though being entirely redesigned on the outside. On the mechanical side, the same engine was retained, albeit in a heavily reworked form displacing 1340cc and capable of a claimed 197 bhp. This obviously had no impact on top speed, but improved acceleration and other performances. The new Hayabusa was complemented by a new “naked bike” built around the 1340cc engine, the B-King. Production of these two models continues at time of writing.<br /><br /><span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model: </span><span style="color: rgb(255, 255, 51); font-weight: bold;">Suzuki GSX1300R-X Hayabusa<br /></span><span style="font-weight: bold;">Year: </span>1999<br /><span style="font-weight: bold;">Maker: </span><span>Maisto</span><br /><span style="font-weight: bold;">Scale: </span>1/18<br /><span style="font-weight: bold;">Distributed by:</span> Maisto<br /><span style="font-weight: bold;">Acquired:</span> second hand with neither stand nor box, in December 2011, in Brive, France<br /><br />Excellent model among a very wide range of 1:18 motorcycles offered at quite a low cost by Maisto. This GSX1300R sports an elegant copper-silver paint scheme flanked by the traditional “Hayabusa” ideogram. My rating is 14/20.<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130452.jpg" target="_blank"><img style="width: 412px; height: 550px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130452.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130454.jpg" target="_blank"><img style="width: 412px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130454.jpg" alt="Photobucket" border="0" /></a><br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130450.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130450.jpg" alt="Photobucket" border="0" /></a><br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PC130455.jpg" target="_blank"><img style="width: 413px; height: 309px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PC130455.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com0tag:blogger.com,1999:blog-4344189172664127374.post-5131905199328700522011-12-14T15:26:00.003+08:002012-01-20T09:05:07.058+08:00SS Cars SS1<div style="text-align: justify;">Here is a post Gaucho Man should enjoy. By the way, it will be the last one for the year, as I’ll be away during the Christmas season. See you back half-way through January, and advance greetings to all of you! :)<br /><br /><span style="font-style: italic;">A little history</span><br /><br />I suppose that there is no need to go through the early years of what would become Jaguar once more. How two friends, William Lyons and William Walmsley, set up the successful Swallow company building sidecars for motorcycles, then ventured into coachbuilding by fitting new sporty bodies to the plebeian Austin Seven has been told over and over again. Then, nine years into existence and carried by its initial successes, their company, Swallow, unveiled its very own car during the 1931 London Motor Show: the SS Cars SS1. Actually, Standard was responsible for a large share of the new model’s input, designing its chassis and providing its engines. Displacing 2100 or 2600cc, those couldn’t allow tremendous performance but the SS1 was in line with all previous Swallow products: it was an elegant and affordable sports car. The concept proved a winning one, 4200 copies of the SS1 being built until 1936. Among those, of particular mention is the striking Airline coupe, launched in 1934 and of which 624 were made. Interestingly, though it is the best remembered SS1 today, the Airline had been inspired by Walmsley but was disliked by Lyons. This wasn’t the only point on which the two partners couldn’t agree. Walmsley was satisfied enough with Swallow’s success, while Lyons only had expansion in mind. In the end, Walmsley gave up and sold his shares to Lyons in 1935. Under the latter’s guidance, SS would continuously develop: after a 1935 reorganization that saw the Swallow sidecars activities being separated from the SS automobile ones, then completely sold ten years later, SS changed its name to Jaguar, which would soon unveil the famous XK120 and enter the racing scene with the C- then D-Types. Lyons would remain at the helm of his company until 1972, designing most of its cars in the process, up to the legendary <a href="http://scalemodelfan.blogspot.com/2009/03/jaguar-xj6.html">Jaguar XJ6</a>. He would peacefully die in 1985.<br /><br /><span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">SS Cars SS1 Airline coupe</span></span><br /><span style="font-weight: bold;">Year:</span> 1935<br /><span style="font-weight: bold;">Maker:</span> Ixo<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Altaya as no.39 of its <span style="font-style: italic;">Voitures Classiques</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in May 2007, in Souillac, France<br /><br />A simple - not many separate parts and, in this Altaya version, wheels that are a little too thick - yet elegant rendition of the famed SS1. My rating is 13/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0562.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0562.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0565.jpg" target="_blank"><img style="width: 413px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0565.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0567.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0567.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0564.jpg" target="_blank"><img style="width: 413px; height: 290px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0564.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0563.jpg" target="_blank"><img style="width: 413px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0563.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com4tag:blogger.com,1999:blog-4344189172664127374.post-38858942309823024082011-12-05T21:34:00.005+08:002012-01-16T09:13:39.397+08:00Renault Fuego<div style="text-align: justify;">First of all, a warm welcome to <span style="font-weight: bold; color: rgb(102, 255, 255);">C.G. Michaels</span>, our newest follower. Many among our most recent friends come from Argentina though, so today I’d like to discuss a car they know quite well.<br /><br /><span style="font-style: italic;">A little history</span><br /><br />As the Renault 15 and 17 coupes were based on the popular saloon, the <a href="http://scalemodelfan.blogspot.com/2010/10/renault-12.html">Renault 12</a>, the French company logically decided after the replacement of the latter by the Renault 18 to introduce a brand new coupe derived from the newest car. Tastefully penned by Michel Jardin under supervision by Robert Opron, it would receive Fuego as a name.<br /><br />Production of the Fuego started in October 1979, replacing the R15/17 at Renault’s Maubeuge factory. Introduction would wait until March 1980 and the Geneva motor show. Most of the critics at the time concentrated on the styling. Not that it wasn’t elegant enough – on the contrary – but some judged that the new Renault unfortunately looked too similar to the Porsche 924, noticeably sharing the same concept of a rear opening glass “bubble” hatch. Furthermore, the Fuego, a much more modest car than the German machine, suffered from the comparison. On the road, the Fuego enjoyed a safe and predictable behaviour, a characteristic unsurprisingly shared with the R18. Alas, it also shared its engines, with no performance version initially offered. But in the end, the biggest problem the Fuego had to face was the fact that it simply came too late on the market. The concept of a coupe based on a mid-range saloon, powered by a large selection of engines, had been invented by the Ford Mustang then transposed to Europe by the Ford Capri. The large success that the cars designed for that niche enjoyed throughout the Seventies was quickly vanishing due to the fierce competition offered by the compact GTIs, a concept inaugurated by the <a href="http://scalemodelfan.blogspot.com/2009/04/volkswagen-golf-1974-1993.html">Volkswagen Golf</a>.<br /><br />Renault tried to improve the performances of the Fuego by grafting to it more potent engines: a 2.0-litre block came first for model year 1981, but the car had to wait two more years for an able 1.6-litre turbocharged engine, with which it could finally reach 200 kph. That was a pity, as the Fuego had a particularly slick body ideal for high speeds. Several of its equipments were quite advanced for the time, too. Such was the case of the onboard computer, the remote door lock system (a world first, that today probably equips any single new car sold in the world) or the turbo-diesel engine, common nowadays on coupes, but an ultra-rare choice back then.<br /><br />All these efforts were to no avail to save a car that was born too late. Though the Fuego cannot be called a failure, it was quickly withdrawn from production in Europe, being built until 1985 in France and 1986 in Spain. Due to the totally different specificities of the local market, the Fuego enjoyed a much longer career, and comparatively a much more successful one, in Argentina where the very last car was constructed as late as in 1992.<br /><br /><span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 0);">Renault Fuego GTL</span></span><br /><span style="font-weight: bold;">Year:</span> 1981<br /><span style="font-weight: bold;">Maker:</span> Norev<span style="font-weight: bold;"><br /></span><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> M6 as no.16 of its Renault Collection press series<br /><span style="font-weight: bold;">Acquired:</span> second hand with neither stand nor box, in July 2006, in Brive, France<br /><br />Norev offers this interesting but rather old reproduction of the Renault Fuego. It is quite correct but is betrayed by its simple and poorly adjusted wheels and simplistic front end. I’d give 11/20 to this model.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=RenaultFuegob.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/RenaultFuegob.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=RenaultFuegoa.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/RenaultFuegoa.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 0);">Renault Fuego GTX</span></span><br /><span style="font-weight: bold;">Year:</span> 1982<br /><span style="font-weight: bold;">Maker:</span> Ixo<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Altaya as no.89 of its Nos Chères Voitures d'Antan press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in October 2007, in Souillac, France<br /><br />Ixo’s version of the Renault Fuego is greatly helped by the fact that it is much more recent than Norev’s version. Alas, it suffers from poor adjustment of some parts - have a look at these large black lateral pieces to see how they poorly fit. This unfortunately brings my rating down to 12/20 when it could have been much higher.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0372.jpg" target="_blank"><img style="width: 413px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0372.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0370-1.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0370-1.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0304-1.jpg" target="_blank"><img style="width: 413px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0304-1.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com6tag:blogger.com,1999:blog-4344189172664127374.post-32077865973318719612011-11-20T09:26:00.002+08:002011-11-20T09:44:19.253+08:00Ford Crown Victoria<div style="text-align: justify;">Quite discreetly, Ford has recently pulled the plug on the very last of the “real” American cars, when the final Ford Crown Victoria left the assembly line. So more than a simple post, here is an homage of sorts to an era now over.<br /><br /><span style="font-style: italic;">A little history</span><br /><br />To say the truth, even when the Ford Crown Victoria and its rival the Chevrolet Caprice appeared twenty years ago, there were doubts about the future of these huge dinosaurs, still built with separate frames and fitted with transmissions to the rear wheels. Somehow, they succeeded in surviving longer than many may have thought, thanks to the faithfulness of many Floridian or Californian seniors, who have never driven anything else than this type of cars for their whole lives, but whose market was getting smaller year after year; and even more significantly due to the high demand from law enforcement agencies and taxicab operators.<br /><br />In March 1991, both the Ford Crown Victoria, which dropped at this point its traditional “LTD” name, and its fancier counterpart the Mercury Grand Marquis received a brand new body, more rounded and aerodynamic than their dated predecessors, but still based on the “Panther” chassis used for full-size sedans since the late Seventies. This followed a similar move by General Motors, which had just updated its line of full-size models – Chevrolet Caprice, Oldsmobile Custom Cruiser and Buick Roadmaster, and the earlier introduction of Ford’s luxury model, the <a href="http://scalemodelfan.blogspot.com/2010/07/lincoln-town-car_26.html">Lincoln Town Car</a>, also based on the Panther platform. Despite its older underpinnings, the Crown Victoria enjoyed a brand new 4.6-litre “modular” engine, and optional ABS and traction-control systems. Its styling was an apt balance of modern and conservative, and this proved perfect as the bathtub-like body of the Caprice had been poorly received. Within months, the Crown Victoria led the market well ahead of its GMC rival which, after a botched restyling, disappeared following the 1996 model year. From then on, the Crown Vic’ became the only option for a traditional V8 automobile in its price range.<br /><br />For the 1998 model year, the styling of the Crown Victoria was largely revised, and the car benefited from an improved suspension. While the general public was less and less attracted by the heavy car, it was still hugely popular with policemen – to whom Ford proposed the Crown Victoria Police Interceptor version – and taxi drivers. It also enjoyed a healthy following in the Middle East, which actually had soon become its only export market. At the end of the 2007 model year, the Crown Victoria stopped being available to private buyers in America, those being redirected towards the Mercury Grand Marquis, and remained only available for fleets and export markets.<br /><br />In 2008, Ford decided to concentrate the production of all its Panther-based cars in its St. Thomas plant. The Canadian unions were rather anxious about the future of the car, or more specifically those of thousands of workers at this Ontario factory. Ford reassured them by announcing that large amounts of money would be invested to update the car. This was nothing but a lie. The last Mercury Grand Marquis was produced in January 2011, the brand being discontinued. It was followed by the last Lincoln Town Car in August, the car not being in conformity with new safety regulations imposed by Washington on all cars built for model year 2012. Though the Ford Crown Victoria was also affected by these new rules, it was maintained in production until September to fulfil foreign orders. On September 15, 2011, the very last Crown Vic’ left the assembly line of a factory due to close.<br /><br /><span style="font-style: italic;">About the models</span><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">Ford Crown Victoria Police Interceptor<br /></span></span><span style="font-weight: bold;">Year:</span> c.1997<br /> <span style="font-weight: bold;">Maker:</span> Motor Max<span style="font-weight: bold;"><br /></span><span style="font-weight: bold;">Scale:</span> 1/18<br /> <span style="font-weight: bold;">Distributed by:</span> Motor Max, ref. 73125<br /> <span style="font-weight: bold;">Acquired:</span> brand new, in February 2005, in Manila, Philippines<br /><br />A nice surprise among Motor Max range of traditionally poorly assembled and painted die-casts. Their Crown Victoria certainly isn’t outstanding, but very few reproaches can be made to it. A rare feature for a model in this price range, it offers four opening doors. My rating is 13/20.<br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0052-4.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0052-4.jpg" alt="Photobucket" border="0" /></a><br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0056-6.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0056-6.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0061-9.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0061-9.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0065-6.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0065-6.jpg" alt="Photobucket" border="0" /></a><br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0075-5.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0075-5.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0055-4.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0055-4.jpg" alt="Photobucket" border="0" /></a><br /><br /> <a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0069-2.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0069-2.jpg" alt="Photobucket" border="0" /></a><br /><br /> <span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">Ford Crown Victoria<br /></span></span><span style="font-weight: bold;">Year:</span> 1998<br /><span style="font-weight: bold;">Maker:</span> Ixo<span style="font-weight: bold;"><br /></span><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Altaya as no.52 of its <span style="font-style: italic;">Taxis du Monde</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in March 2004, in Souillac, France<br /><br />Altaya could hardly avoid proposing a Crown Victoria in its series about world taxies and cabs, as the large Fords have replaced the traditional <a href="http://scalemodelfan.blogspot.com/2009/07/checker-marathon.html">Checker</a>s as the iconic transportation of the New Yorkers. Its die-cast has been provided to the Italian distributor by Ixo. Again the rendition of the large car is accurate enough to be worth 13/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0155.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0155.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0150.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0150.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0149.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0149.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">Ford Crown Victoria<br /></span></span><span style="font-weight: bold;">Year:</span> 2002<br /> <span style="font-weight: bold;">Maker:</span> Ixo<span style="font-weight: bold;"><br /></span><span style="font-weight: bold;">Scale:</span> 1/43<br /> <span style="font-weight: bold;">Distributed by:</span> Altaya as no.70 of its <span style="font-style: italic;">Taxis du Monde</span> press series<br /> <span style="font-weight: bold;">Acquired:</span> brand new, in December 2004, in Souillac, France<br /><br />In its pursuit for more money pocketed from its faithful customers Altaya has extended its taxi series by offering new decorations to models already proposed earlier in different forms. The Crown Victoria was one of those, being sold a second time as a Dubai taxi. Decoration is somewhat simpler than its New York’s counterpart’s, but overall level of quality still deserves a 13/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0285.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0285.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0286.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0286.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com4tag:blogger.com,1999:blog-4344189172664127374.post-27607135491690720042011-11-14T12:35:00.006+08:002011-11-14T19:48:31.081+08:00Ferguson TE-20<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /><br />After refining for almost three decades his concept of a tractor’s hydraulic linkage, to which could be firmly fitted a variety of agricultural equipments, British engineer Harry Ferguson was ready to launch full-scale production. Sure enough, he had already seen tractors built under his name by David Brown, but this Ferguson Black had only seen a very limited production run. He had also entered into an agreement with Henry Ford, thanks to which the American company was able to use Ferguson’s patents for its own <a href="http://scalemodelfan.blogspot.com/2010/05/fordson-model-f.html">Fordson</a> tractors. The deal was ended after World War Two by Henry Ford II, grandson to the company’s founder, who nonetheless continued to make use of Harry Ferguson’s inventions – this situation was uneasily settled out of court.<br /><br />When Harry Ferguson had concluded his 1938 agreement with Henry Ford, he had hoped that Ford’s British subsidiary would have produced his own tractors, but this never materialized. The engineer had to wait a few more years until the end of the conflict brought a solution: many factories which had been in full swing producing armaments were now left without prospects. Ferguson approached Standard and in early fall 1946, the first TE-20 rolled out of the production line at Coventry. Initially powered by a Continental gasoline engine, the standard TE-20 was also produced as the specialized TEB-20 and TEC-20, narrow tractors designed to operate in fields and orchards which configurations would have rendered the TE-20 impractical. Later, the tall TEK-20 would be designed especially for vineyard work. Replacing the American-built Continental, the 1947 TEA-20 would introduce an advanced Standard engine, announcing the blocks used by the postwar automobiles produced by this manufacturer. A diesel engine would also be offered from 1951.<br /><br />After Harry Ferguson carefully perfected its ideas over the course of many years, the TE-20 was ideally suited for all the tasks intended for it. Better, it is no overstatement to say that it announced all modern tractors. Standard was assembling thousands and thousands of the little grey machines, while a Ferguson factory opened in Detroit as early as in June 1947, and <a href="http://scalemodelfan.blogspot.com/2009/07/hotchkiss-anjou.html">Hotchkiss</a> secured an agreement to produce it in France from 1953. This was that very year when Harry Ferguson sold the whole of his company to the Canadian group Massey-Harris. In the process, the British engineer received shares worth sixteen million dollars from the new Massey-Harris-Ferguson (soon to become the world-famous Massey-Ferguson). He was not a man to retire, though. Through a new company Ferguson Research, he still toyed for a while with the idea of building a tractor but instead went on to design a four-wheel-drive transmission for high-performance automobiles. A Formula One car, the Ferguson P99, was constructed to demonstrate its viability. Despite the fact that this machine had mitigated results on the track, in the end the system equipped the Jensen Interceptor. Harry Ferguson wasn’t around to witness his last success, as he had died at his Gloucestershire home in October 1960. As for the TE-20, its production was stopped in July 1956, after more than half a million were built, many being exported throughout the world. An additional 60,000 had been produced as the Ferguson TO-20 in the United States while 50,000 Ferguson FF-30 were constructed in France by Standard-Hotchkiss until 1957.<br /><br /><span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> Ferguson TE-20<br /></span></span><span style="font-weight: bold;">Year:</span> 1947<br /><span style="font-weight: bold;">Maker:</span> Universal Hobbies<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Hachette as no.2 of its <span style="font-style: italic;">Tracteurs et Monde Agricole </span>press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in June 2006, in Souillac, France<br /><br />Large amounts of plastic rather than metal have been used to produce this die-cast, which despite this toy-like aspect is a good model: 13/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=Ferguson.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Ferguson.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0154-2.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0154-2.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0152-2.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0152-2.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com2tag:blogger.com,1999:blog-4344189172664127374.post-27080241833681497462011-11-05T11:23:00.006+08:002011-11-05T18:37:33.368+08:00Peugeot 309<div style="text-align: justify;"><span style="font-style: italic;">A little history</span><br /><br />At first sight, the Peugeot 309 could have appeared as a slightly larger variant of the successful 205. Actually, it wasn’t even intended to be part of the Peugeot range. After the takeover of all of Chrysler’s European operations by the PSA group, and the subsequent renaming of Simca to Talbot, plans were drawn regarding the replacement of the Horizon. The engineers at the Talbot plant in Poissy designed the Arizona for this purpose, basing their car on the Peugeot 205. Its passenger compartment was retained, but its front end was modified, while the all-new rear was lengthened. Indeed, this rear end was designed to cleared identify the car as a Talbot and, once it became a Peugeot, made it look rather odd among the rest of the range. As for its engines, the Arizona would have enjoyed the very same blocks as the 205, that is to say its noisy <a href="http://scalemodelfan.blogspot.com/2009/04/simca-1100.html">Simca 1100</a>-inherited gasoline engines and its advanced small Peugeot diesels.<br /><br />This, as we know, never happened. Talbot’s sales were crumbling, partly due to the reluctance of Peugeot’s salesmen to sell anything else than Peugeots. The PSA group hence decided to scuttle Talbot in 1985, putting an end to the company’s hectic half-century history, during which it had borne four different names.<br /><br />Nevertheless, a prototype of the Talbot Arizona had already been built. Unwilling to waste the money spent in its development and, a tribute to the work of Poissy’s engineers, acknowledging its qualities, Peugeot chose to start the production of the car under its own name. Here was for the brand’s, but the model’s moniker was a little more arduous to determine. In Peugeot’s range, the ex-Arizona would be squeezed between its cousin the 205 and the older and larger <a href="http://scalemodelfan.blogspot.com/2009/05/peugeot-305.html">305</a>. I remember wild speculations about the car’s christening at the time, until Peugeot surprised everyone by calling it the 309. At the time, it was given as a rather deceptive explanation that the company’s notchbacks would from then on receive a “-09” name.<br /><br />Based on the excellent 205, the 309 could hardly be a bad car and, from its introduction in October 1985, enjoyed a well-deserved success. Comfortable, aerodynamic, economical when fitted with a diesel engine, enduring with a gasoline one, reasonably elegant for the time, the 309 was offered in a wide variety of models that included an automatic transmission variant and a GTi fitted with the same potent engines as the famous 205 GTi. Production lasted until 1993, when it was replaced by the 306. The 205 survived it and carried on for six more years. But was the 309 really gone? Not completely. A few more cars were unexpectedly assembled in India around 2000, following an agreement with the local manufacturer Premier, but this venture came to naught.<br /><br /><span style="font-style: italic;">About the models</span><br /><br /><span style="font-weight: bold;">Model:</span><span style="font-weight: bold;"> </span><span style="font-weight: bold;"><span style="color: rgb(255, 255, 51);">Peugeot 309 GTi</span></span><br /><span style="font-weight: bold;">Year:</span> 1987<br /><span style="font-weight: bold;">Maker:</span> Norev<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Hachette as no.58 of its <span style="font-style: italic;">Collection Peugeot</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in December 2008, in Souillac, France<br /><br />An extremely poorly assembled model, as only Norev knows to make when catering for press series. The fitting of the rear “bubble” window is particularly disastrous. The paint is no better. Norev earns a 7/20 here for thinking its customers are just a bunch of idiots who don’t deserve better than this in return for their money.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0740.jpg" target="_blank"><img style="width: 414px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0740.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0738.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0738.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0834.jpg" target="_blank"><img style="width: 414px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0834.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model:<span style="color: rgb(255, 255, 51);"> Peugeot 309 SR</span></span><br /><span style="font-weight: bold;">Year:</span> 1988<br /><span style="font-weight: bold;">Maker:</span> Ixo<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Altaya as no.99 of its <span style="font-style: italic;">Nos Chères Voitures d'Antan</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in January 2008, in Souillac, France<br /><br />Very correct rendition of the 309 by Altaya/Ixo, well worth 13/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0324-1.jpg" target="_blank"><img style="width: 414px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0324-1.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0326.jpg" target="_blank"><img style="width: 414px; height: 278px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0326.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com6tag:blogger.com,1999:blog-4344189172664127374.post-84258595363660386132011-10-29T19:42:00.008+08:002011-10-31T09:09:55.695+08:00Maserati A6 road cars<div style="text-align: justify;"><span>Welcome</span><span> to <span style="font-weight: bold; color: rgb(102, 255, 255);">juanh</span>, for whom I had in mind to make a Formula One post today... but I completely forgot about my initial plan, so here is something quite different.</span><span style="font-style: italic;"><br /><br />A little history</span><br /><br />Though its road cars are probably more renown today than its racing cars are, Maserati basically remained focused on competition for the first four decades of its history. Even if this dramatically changed after the introduction of the <a href="http://scalemodelfan.blogspot.com/2009/04/maserati-3500-gt.html">3500GT</a> in 1957, some road cars, closely related to the machines raced by the little factory, had already been produced in very small numbers since the end World War Two. This all started with the A6/1500, a small 1.5-litre car usually bodied by Pinin Farina. Though its six-cylinder engine was based on the machinery of the pre-war Maserati single-seaters, its power was down to a modest 65 hp, mostly due to the mandatory low-grade gasoline that was available – hardly easily, still – in the country at that time. Following its introduction at the 1947 Geneva motor show, the A6/1500 was produced in sixty-one copies until 1950, when the company seemed to distance itself from road-going automobiles to concentrate again on racing cars. This situation didn’t last and, at the Turin motor show in 1951, Maserati presented the A6G, based on the A6’s chassis, but fitted with a 100-hp 2-liter engine again based on a racing block. Unfortunately, the A6G’s design was too much dated and its engine still too modest despite its larger displacement to compete with Ferrari’s models, resulting in abysmal sales – no more than sixteen A6G were produced until 1954. For the anecdote, a Maserati light truck, the 550 cc or electrically-powered TM15, was also introduced at Turin in 1951 and didn’t really fare better, with only fifty-one being built until 1956 when the utility market was abandoned without regrets.<br /><br />With its placid engine but excellent tubular chassis, the A6 soldiered on for a few more years. The A6G was succeeded at the 1954 Paris motor show by the more potent 150-hp A6G/2000. Just before this, five copies of the A6GCS/53 sportscar had been converted to a 170-hp Gran Turismo coupe fitted with a muscular Pinin Farina body, but these were the result of a private initiative rather than a venture from the factory. The A6G/2000 gave way to the much more ambitious Maserati 3500 GT in 1957, by which time its production number had reached the staggering figure of sixty...<br /><br /><span style="font-style: italic;">About the model</span><br /><br /><span style="font-weight: bold;">Model: </span><span style="color: rgb(255, 255, 51); font-weight: bold;">Maserati A6GCS/53 Berlinetta</span><br /><span style="font-weight: bold;">Year: </span>1954<br /><span style="font-weight: bold;">Maker:</span><span> Ricko</span><span> Ricko</span><span style="font-weight: bold;"><br /></span><span style="font-weight: bold;">Scale: </span>1/18<br /><span style="font-weight: bold;">Distributed by: </span><span>Ricko</span><span> Ricko</span> ref. 32151<br /><span style="font-weight: bold;">Acquired: </span>brand new, in March 2006, in Manila, Philippines<br /><br />Ricko has tastefully reproduced one of the four coupes Pinin Farina built out of the A6GCS for Maserati’s dealer in Rome and occasional racing driver, Guglielmo Dei. My point of view is certainly debatable, but I’d like to think this is one of the most striking car ever penned by the famous Italian coachbuilder, allying in equal proportion feline beauty and brutal strength. The die-cast model is well worthy of the original, and deserves a good 14/20 rating.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0045-4.jpg" target="_blank"><img style="width: 413px; height: 275px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0045-4.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0043-5.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0043-5.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0037-4.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0037-4.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0032-8.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0032-8.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0029-6.jpg" target="_blank"><img style="width: 413px; height: 616px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0029-6.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com8tag:blogger.com,1999:blog-4344189172664127374.post-59383514398108691842011-10-20T20:52:00.006+08:002011-10-21T20:37:29.579+08:00Auburn Speedster<div style="text-align: justify;">So I’ve been silent during the last eight weeks, except when answering the numerous – yet always clever – messages of our new follower Gaucho Man. Persistent problems with my computer(s) got the upper hand on my good habit of writing a new post every Saturday. Laziness soon settled in afterwards. In addition to this, my trusted old camera asked for a well-deserved retirement. As of now I still don’t know if it can be repaired, but fortunately I have pictures left for a few more posts.<br /><br />Now for the good news: unlike previously announced, ALL of your comments that had disappeared are now back. Where were they then? Well, er… they were here all the time, actually. When Blogspot added its new “spam” feature, about one-third of all the comments, though already approved, were randomly removed from this blog and placed without any warning into the spam folder… which I never had a look at.<br /><br />So, to end a long period of silence, I chose an exceptional automobile today. But before we start, as per tradition, welcome <span style="font-weight: bold; color: rgb(102, 255, 255);">Gaucho Man</span> (I can only advise you all to visit <a href="http://gauchomodels.blogspot.com/">his own, very nice blog</a>!) and <span style="font-weight: bold; color: rgb(102, 255, 255);">Tunning66</span> (<a href="http://tunning66.blogspot.com/">interesting blog too</a>).<br /><br /><span style="font-style: italic;">A little history</span><br /><br />Auburn was just one among the dozens of minor automobile manufacturers that had spread across America and were lucky enough to somehow remain in business for some reasonable amount of time. From its founding in 1909 in the small Indiana town after which it was named, the existence of the little company was essentially a tale of survival. Fifteen years later, amid a dire recession that struck hard at the American car industry, Auburn seemed to have met the end of the road.<br /><br />That was at this exact time that a saviour entered the scene, in the improbable guise of a twenty-nine-year-old man. His name was Errett Lobban Cord. The young folk boasted that he had already twice made a fortune worth a million dollars – and lost it in both occasions. Now he had the opportunity to succeed a third time, and have his name written in all automobile history books in the process.<br /><br />When Cord was offered to manage the company by its Chicagoan owners, Auburn’s coffers were as empty as its factory was full of unsold cars. The daring young man struck a deal which would actually give him control of the company if he could save it – it took only four years until, by 1928, Auburn became his. How did he succeed? By considering styling an important factor in the power of attraction a car can have towards its potential customers. Though it seems commonplace today, styling was virtually non-existent back then. Cord’s genius resided in a very simple idea: to repaint all the unsold cars with a striking two-tone paint job – all soon found owners. Thanks to this fresh input of cash, Auburn was ready to introduce new models and, once again, styling would be seriously considered. Though a complete range was made available, it was the Boattail Speedster, also launched in 1928, that caught most of the attention – so much that this particular model seems to typify Auburn as a whole. Production increased dramatically, allowing E.L. Cord to form a new Cord Corporation in 1929 in order to manage the many companies he now controlled. For Auburn was just one among one hundred and fifty concerns he owned by then! Checker, the well-known taxi builder, was another one. And so was Duesenberg, which would acquire immense prestige as a luxury brand under the Cord Corporation’s guidance. And obviously, technologically advanced automobiles would also be built under Cord’s name. Most engines were provided by Lycoming, another member of the group. Indeed, its activities extended well beyond automobile to cover all forms of transportation, including a shipyard and several aviation-related concerns (among the latter was the future American Airlines). Alas, though many they were, most of these companies were of too limited a size to survive in a highly competitive environment. And a few months after the Cord Corporation had been formed, the Wall Street crash announced renewed hardship.<br /><br />Auburn was the “volume” car manufacturer among the company – that is to say that all the automobiles Cord produced were rather exclusive. Sales were plummeting, though E.L. Cord and his team made them more attractive than ever. Tastefully penned, well appointed, fitted with powerful eight or even twelve-cylinder engines (the company advertised its models as the only V12s below $1000) the Auburns of this era are the best remembered nowadays – but still, they didn’t sell well in these difficult times. The most extraordinary of all would appear shortly before the final collapse of the group: it was the 1935 Auburn 851 Speedster, soon followed by the identical 852, boosted by a supercharger and graced by Gordon Buehrig’s elegant styling. The number of replicas mimicking this extraordinary car says it all about its place in automobile history.<br /><br />Nineteen thirty-seven marked the last year for all of Cord’s automobiles – except, ironically, for the less flamboyant, the <a href="http://scalemodelfan.blogspot.com/2009/07/checker-marathon.html">Checker</a>, which regained its independence and survived for almost half a century. Gone were the Auburns, the Cords and the Duesenbergs. The aviation companies were in much better shape, allowing E.L. Cord to sell his corporation for a hefty sum that he soon had fructified by investing, wisely enough, in Californian real estate and the nascent television network.<br /><br /><span style="font-style: italic;">A personal note</span><br /><br />Driving once through Indiana I decided to stop in Auburn to see the famous Auburn-Cord-Duesenberg museum, installed in what were Auburn’s headquarters. Unfortunately by the time I arrived there it was evening, so I would have to wait until the morning for the opening. After checking two of them, I found that motels in Auburn were terribly expensive for my limited budget, so in the end I got back to the highway and continued towards Detroit. I ended up sleeping in my car - yep, obviously it was winter. Anyway, drooling at three of the company’s models through the building’s window was well worth stopping by. But I still hope that one day I’ll finally have the opportunity to visit this museum!<br /><span style="font-style: italic;"><br />About the models</span><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">Auburn 12-161 Speedster</span></span><br /><span style="font-weight: bold;">Year:</span> 1933<br /><span style="font-weight: bold;">Maker:</span> Ixo<br /><span style="font-weight: bold;">Scale:</span> 1/43<br /><span style="font-weight: bold;">Distributed by:</span> Altaya as no.20 of its <span style="font-style: italic;">Voitures Classiques</span> press series<br /><span style="font-weight: bold;">Acquired:</span> brand new, in June 2006, in Souillac, France<br /><br />Though the 852 is probably the most famous Auburn, Ixo chose this slightly older Speedster for Altaya’s series about classic prewar cars. I have to praise the Chinese company for its original choice, and for the good quality of its model. Despite this, I saw a little paint defect when I took these pictures, but to be frank it’s hardly noticeable. My rating is 14/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=Auburnb.jpg" target="_blank"><img style="width: 414px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Auburnb.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0361-1.jpg" target="_blank"><img style="width: 414px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0361-1.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/?action=view&current=PICT0359-1.jpg" target="_blank"><img style="width: 414px; height: 277px;" src="http://i67.photobucket.com/albums/h303/lcodin/PICT0359-1.jpg" alt="Photobucket" border="0" /></a><br /><br /><span style="font-weight: bold;">Model: <span style="color: rgb(255, 255, 51);">Auburn 851 Supercharged Speedster</span></span><br /><span style="font-weight: bold;">Year:</span> 1935<br /><span style="font-weight: bold;">Maker:</span> Ertl<br /><span style="font-weight: bold;">Scale:</span> 1/18<br /><span style="font-weight: bold;">Distributed by:</span> Ertl<br /><span style="font-weight: bold;">Acquired:</span> second hand with neither stand nor box, from the estate of a late fellow collector, in December 2006, in Manila, Philippines<br /><br />Who could guess that actually the beautiful 851 Speedster was nothing else than a stopgap, masterfully designed by Buehrig by combining the front end of the year’s Auburns with the Boattail bodies that remained unsold from the previous year? Far from its usual muscle cars, Ertl has made a very elegant rendition of this car, well worthy of the original. My rating is 15/20.<br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0127-6.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0127-6.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0121-5.jpg" target="_blank"><img style="width: 413px; height: 255px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0121-5.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0123-4.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0123-4.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0124-4.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0124-4.jpg" alt="Photobucket" border="0" /></a><br /><br /><a href="http://s67.photobucket.com/albums/h303/lcodin/Album%203/?action=view&current=PICT0118-6.jpg" target="_blank"><img style="width: 413px; height: 276px;" src="http://i67.photobucket.com/albums/h303/lcodin/Album%203/PICT0118-6.jpg" alt="Photobucket" border="0" /></a><br /></div>lorenzo721http://www.blogger.com/profile/17472892297778559663noreply@blogger.com0