Peugeot 607

A little history

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

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

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

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

About the model

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

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

Peugeot 309

A little history

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 Simca 1100-inherited gasoline engines and its advanced small Peugeot diesels.

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.

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 305. 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.

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.

About the models

Model: Peugeot 309 GTi
Year: 1987
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.58 of its Collection Peugeot press series
Acquired: brand new, in December 2008, in Souillac, France

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.







Model: Peugeot 309 SR
Year: 1988
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.99 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in January 2008, in Souillac, France

Very correct rendition of the 309 by Altaya/Ixo, well worth 13/20.

Peugeot 302

A warm welcome to our newest followers Custom Cars Paints by Martin Aybar and Rizal Sarluf. Enjoy your stay here guys!

A little history

Suddenly, the rest of Peugeot’s range (the “-01” models) looked comparatively old-fashioned when its modern 402 was introduced in 1935. The public and the press having well received this bold design, the French manufacturer decided to progressively apply the same typical “Fuseau Sochaux” style to all its new models. Thus, as early as in 1936, the 302 entered the scene.

Peugeot’s intention was to challenge Citroën’s new Traction Avant with its 302, which replaced the 301 as the company’s middle range offer. It led a gallant fight but ultimately lost: despite its audacious look, the 302 was a rather conventional car while its rival, though more restrained on the outside, was an advanced front-wheel-drive automobile promising perfect handling and superior comfort. As a consequence, the 302 retired after only two years. It was replaced by the 402 Légère, a crossbreed mixing the 402’s engine and front end with the 302’s chassis and passenger compartment, while simultaneously the smaller 202 was introduced as a popular car. With an output up from 43 to 60 bhp for a relatively unchanged weight, the 402 Légère was the GTI of its time. Indeed, the 302 also served Peugeot’s publicity needs by entering major sportscar events, as a roadster prepared by Darl’Mat – but we already discussed about this one.

War brought the progressive halt of all Peugeot’s passenger cars production. Heavily bombed by Allied air raids, the Sochaux factory had to be rebuilt and reequipped in 1945. Unsurprisingly, the company management preferred to concentrate on commercial vehicles and popular cars, which were then much more in demand, and dropped both the 302 and 402 from its post-war range.

About the model

Model: Peugeot 302
Year: 1937
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.46 of its Collection Peugeot press series
Acquired: brand new, in December 2007, in Souillac, France

The 302 is my favourite among Peugeot’s “-02” models, as in my opinion it is the one enjoying the better balanced design. Happily Norev did a good job in reproducing this model, though its rendition of the front grille (crucial in order to let the enclosed headlights appear) could have been better. My rating is 13/20.

Bébé-Peugeot

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

A little history

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

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

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

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

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

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

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

About the model

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

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

Peugeot D3 and D4

A little history

After World War Two was over, Chenard & Walcker gave up building passenger cars and concentrated on the production of commercial vehicles. This seemed a clever move as Chenard had then an advanced design ready for production. Work on this CHT model had begun during the late Thirties, but the conflict had postponed its release. It’s finally during May 1946 that the CHT was homologated, allowing it to succeed the pre-war CKV.

Though not revolutionary – we have already seen how the Citroën TUB paved the way for modern van designs – the CHT was indeed advanced, as we said, featuring monocoque construction, front-wheel-drive, all-independent suspension and cab-forward design. On the other hand Chenard’s van didn’t benefit from a side cargo door and, more importantly, was underpowered by a tiny two-stroke, 1021 cc twin – not much for a van rated at 1500 kg! Chenard was perfectly aware of this problem, and thought a solution could be found with Peugeot’s help. Both companies were indirectly connected, the CHT’s bodies being provided to Chenard by Chausson, a Peugeot subsidiary. An agreement was signed in 1947: Peugeot would send the 1133cc usually used by its 202 model to Chenard, which was therefore able to replace its CHT by a more powerful CPV in April 1947. Bigger than the compact Chenard twin, the Peugeot four forced Chenard to alter the clean lines of its van in order to accommodate it, hence the “pig nose” for which the vehicle would become famous.

This could have seemed a smart decision at first, but it actually sealed the fate of the venerable Chenard & Walcker company. Peugeot didn’t have such a modern vehicle to counter its rival Citroën, and easily absorbed the Gennevilliers company in 1950, after almost half a century in existence. The Chenard CPV instantly became the Peugeot D3A, and received the slightly larger engine of the Peugeot 203. In 1955, the D3A became the D4A when its 1.2-litre engine was replaced by the new 1.4-litre powering the Peugeot 403, and later evolved into the D4B (I forgot most I knew about this vehicle, so I don’t remember what the difference was between the “A” and the “B”: the addition of the much-needed side cargo door perhaps?). The very last D4B was built in June 1965, and was replaced by the Peugeot J7.

A belated addition

I just notice now that the vehicle presented below as a D4A is fitted with a side cargo door – so unlike what I said above, the difference between the D4A and D4B seems to be something else. I’ll continue to look for an answer.

About the models

That’s a long time this line of vehicles cannot be seen on the roads anymore, except between the hands of collectors. There were still a few ones when I was a child, so I really wanted at least one in my collection. I had to wait for quite some time – and then many came in, all of a sudden! Interestingly, you’ll notice how popular this vehicle is among scale model collectors by the fact that the six die-casts I now have come from no less than five different makers.

Model: Chenard & Walcker CHT
Year: c.1946
Maker: Norev
Scale: 1/43
Distributed by: Atlas as no.28 of its Les petits utilitaires des années 50-60 series
Acquired: second hand with neither stand nor box, in October 2007, in Brive, France

Norev had produced this van for its “Emotion” series during the Eighties, and accepted to restart a limited run for the exclusive, subscription-only collection launched by Atlas. Most probably that’s from the latter this pleasant model comes from. A delightful piece of nostalgia on (tiny) wheels, it deserves a 14/20.









Model: Peugeot D3A
Year: c.1951
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.4 of its Nos Chères Camionnettes d'Antan press series
Acquired: second hand with stand and box, in October 2007, through mail from a fellow collector from Rouziers de Touraine, France

Altaya couldn’t seriously distribute a series of (mostly) French commercial vehicles without including a D3/D4 in it. Ixo answered the call with a good enough D3A, sporting a nice decoration for Poulain - a powdered chocolate brand - and pleasurably reminiscent of the Dinky Toys of the old days. My rating is 12/20.









Model: Peugeot D3A
Year: c.1952
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.27 of its Collection Peugeot press series
Acquired: second hand with stand and box, in October 2007, through mail from a fellow collector from Rouziers de Touraine, France

After the Chenard van, Norev reproduces its badge-engineered successor the D3. The French die-cast maker did a good job, though the claimed year of 1961 seems dubious, first of all because I don’t think D3s have been produced after the more powerful D4 has been released, secondly for the registration numbers shown on this model actually date back to 1952. Regarding its decoration, the last time I purchased a product stamped with the laughter of the famous red cow, it was here in Manila, though imported straight from a factory in Saudia, so I don’t think an introduction to this now-globalized French cheese is necessary. My rating is 13/20.







Model: Peugeot D3A
Year: c.1957
Maker: Corgi
Scale: 1/43
Distributed by: Heritage
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

Another good model, fitted with many separate parts (including photo-etched wipers) and very nicely decorated. All it takes to secure a good 14/20.





Model: Peugeot D4A
Year: c.1963
Maker: Eligor
Scale: 1/43
Distributed by: Atlas as no.6 of its Les petits utilitaires des années 50-60 series
Acquired: second hand with neither stand nor box, in October 2007, in Brive, France

A correct model, though it suffers from the comparison with its rivals described above. My rating is 11/20.





Model: Peugeot D4B
Year: 1964
Maker: Solido
Scale: 1/43
Distributed by: Hachette as no.89 or 100 of its Sapeurs Pompiers de France press series
Acquired: brand new (though unsold for long, during which its paint has seriously deteriorated), in November 2007, in Montpellier, France

Here is for JDMike’s son. As it is traditional with Solido, its version of the D4B is well proportioned, but its complete lack of details cannot conceal its age. I’d give 9/20 to it… which in no way means I’m not satisfied to have found it! Note that if I was able to identify the collection to which this model belong, I’m not sure about the issue as two different D4Bs (three actually, but the third one is pulling a trailer) have been released during its long run.

Peugeot 405

A little history

The Peugeot 405 was introduced in July 1987 for the 1988 model year. An upper-middle range saloon, it used the platform and the engines of the Citroën BX, but adopted the much tamer appearance the more traditional patrons of Peugeot enjoy. Classic elegance is indeed a Peugeot trademark, and the 405, as most cars proposed by the Sochaux manufacturer before and after it, was designed by Pininfarina. Though an estate version was proposed for model year 1989, the envisioned coupe never materialized in other form than the Paris-Dakar racing version. A Pininfarina coupe based on the mid-size Peugeot had therefore to wait until the 406 was released.

Though the 405 was an instant hit both with the public and the press, the latter awarding it the European Car of the Year prize for 1988, the Paris-Dakar race did a lot to boost the sales even further. Taking over from the 205, a 405 Turbo 16 won the difficult race in both 1989 and 1990, before PSA’s standard in rally-raid racing was grasped by Citroën.

The sign of success, the 405 seldom evolved over the years. Most important than any other, a new turbocharged, four-wheel-drive T16 version topped the range starting with model year 1993. With 200 hp, the T16 could reach 235 kph and accelerate from 0-60 in 6.5 seconds – not bad for what was basically a family car.

In October 1995, the Peugeot 406 was unveiled, and the production of the 405 saloons was immediately suspended. In pure Peugeot fashion, a 406 estate appeared only later, so the 405 estates carried on until 1997. Two and a half millions 405 had been built, but was that really all? Many factories around the world, but outside of Europe, were still building 405s. Most have stopped since then, but the car, now more than twenty years old, is still presently built in Iran, a country which has selected it as its new national car, succeeding the ubiquitous but outdated Paykan.

About the models

Model: Peugeot 405 Turbo 16
Year: 1989
Event: 1989 Paris-Dakar Rally, driven by Ari Vatanen, navigator Bruno Berglund (overall winners)
Maker: Norev
Scale: 1/43
Distributed by: M6 as no.5 of its La Légende du Paris-Dakar press series
Acquired: second hand with stand and box, in November 2007, through mail from a fellow collector from Saint Doulchard, France

Simply looking at this fine model guarantees me many souvenirs from the great hours of the Paris-Dakar - enough to grant it a 14/20 rating!









Model: Peugeot 405 T16
Year: 1993
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.60 of its Collection Peugeot press series
Acquired: brand new, in December 2008, in Souillac, France

A nice model that could have been even nicer if not for poor workmanship - the plague of the models Norev reserve for press series... I’d give 12/20.

Peugeot J7 and J9

A little history

The Peugeot D4 panel van, inherited from Chenard & Walcker right after World War Two, was showing many wrinkles by the Sixties. In June 1965, Peugeot replaced it by a brand-new panel van, the J7, retaining the cab-over design, front-wheel-drive and all-independent suspension of its predecessor and adding a few more modern features, sliding doors being among them. Power came from engines borrowed from Peugeot’s 403 and 404 passenger cars: a conventional 1.5-litre four, or a 1.9-litre diesel. Peugeot was, after Mercedes-Benz, the world leader in diesel engines for automobiles and light truck, an advantage that was put to good use in the commercial vehicles’ market.

New bodies aimed at various professions, a longer wheelbase, a heavier-capacity version (the latter powered by larger 1.6-litre gasoline and 2.1-litre diesel engines) gradually appeared during the first year of production. Then, the J7 didn’t change much anymore. The biggest improvements it ever got were larger engines, when for the 1971 model year the lighter version received the blocks of the heavier one, while the latter was fitted with 1.8-litre gasoline and 2.3-litre diesel engines; and disk brakes on the front wheels, in 1974. From then on the J7 was in its final form. It was built with unquestionable success until 1980, when the last J7 out of a series of more than 330,000 rolled out of the Sochaux factory.

When the J7 was retired, Peugeot felt its van still had a strong potential. Though an agreement with Fiat had already been concluded, bringing a rebadged Fiat Ducato (studied in common but built by the Italian company) to the French market as the Peugeot J5 and the Citroën C25 during the following year, an updated J7, the J9, was introduced for model year 1981. Though basically similar to its predecessor, the J9 received a new plastic grille which encompassed the headlights, new larger square lights at the back, and yet bigger engines (2.0-litre gasoline and 2.5-litre diesel) for the heavyweight version. Even if the J9 was still the vehicle of choice for some administrations, most notably the police, the public progressively turned away and seeked newer vehicles. Nonetheless the J9 carried on until 1989, when it finally left the J5 as Peugeot's sole offering in this field.

About the models

Popularity of colourful commercial vehicles as a die-casts collector’s line + iconic aura of the J7 in France = guarantee of a lot of releases in press series. Here are but a few:

Model: Peugeot J7
Year: 1965
Maker: Norev
Scale: 1/43
Distributed by: Atlas as no.3 of its La caravane du Tour de France press series
Acquired: brand new, in December 2004, in Souillac, France

This model depicts the “voiture-balai”, cunningly sponsored by a long-gone manufacturer of vacuum cleaners: this van tailed the caravan of the annual Tour de France bicycle race, picking up along the way exhausted entrants wishing to retire (voiture-balai litterally means "broom-car" in French). Nice casting, nostalgic decoration, but unfortunately its age shows in the narrowness of its tyres, a flaw shared by many older Norev models. Too bad… 11/20.





Model: Peugeot J7
Year: 1965
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.3 of its Police et Gendarmerie press series
Acquired: second hand with neither stand nor box, in July 2006, in Brive, France

Same remarks as the previous model, but I should add that mirrors don't have lenses and the loudspeaker has a terrible plastic-like look. For all these reasons, only 10/20.







Model: Peugeot J7
Year: c.1968
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.4 of its Michelin press series
Acquired: brand new, in November 2007, in Souillac, France

This Michelin “jeu de plage” version roamed around French beaches during the summer holidays, providing various attractions and games sponsored by the famous tyres manufacturer. A recent die-cast, Ixo’s model of the J7 has well-proportioned wheels, but somehow seems less refined than the Norev version – a common, but hardly explainable flaw to many Ixo models. Overall, neither better nor worse than the Norev: 11/20.





Model: Peugeot J7
Year: c.1968
Maker: Eligor
Scale: 1/43
Distributed by: Atlas as no.7 of its Les petits utilitaires des années 50-60 series
Acquired: second hand with neither stand nor box, in October 2007, in Brive, France

A rather nice model, that was originally sold only through subscription at an extravagant price (22,50 euros with shipping, I think). Unfortunately at least one among the pair of very thin mirrors is likely to be missing if you’re hunting for a second-hand model – believe my experience! The rear doors can be opened, and the side loading door can be slid, though the mechanism for the latter is a little too much visible. As with the Norev, wheels are too narrow, though only slightly, and wipers are moulded with the windshield. I’d give 12/20 to this model.







Model: Peugeot J7
Year: c.1968
Maker: Eligor
Scale: 1/43
Distributed by: Atlas as no.27 of its Les petits utilitaires des années 50-60 series
Acquired: second hand with neither stand nor box, in October 2007, in Brive, France

Eligor also proposes this J7 equipped with side windows, a variant which was introduced a few months after the original panel van. Many of these were passenger vans, but in the present case, it belongs to salt-producer La Baleine and is loaded with bags of salt at the back. As on the real vehicle, rear doors open in a different way as the previous model's ones. Again, mirrors seem way too fragile, but overall this die-cast is well done. A 12/20 rating.







Model: Peugeot J9
Year: c.1985
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.31 of its Police et Gendarmerie press series
Acquired: second hand with neither stand nor box, in July 2006, in Brive, France

Not only the J9 itself has been updated here: compare the typical decoration of a French police van from the Eighties versus the police J7, two decades its senior. Realistic enough to be given a 13/20.