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.

Toyota Publica

A little history

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

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

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

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

About the model

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

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





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

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

Renault Dauphine

A little history

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

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

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

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

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

About the models

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

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





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

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









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

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





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

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

Renault Fuego

First of all, a warm welcome to C.G. Michaels, 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.

A little history

As the Renault 15 and 17 coupes were based on the popular saloon, the Renault 12, 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.

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 Volkswagen Golf.

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.

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.

About the model

Model: Renault Fuego GTL
Year: 1981
Maker: Norev
Scale: 1/43
Distributed by: M6 as no.16 of its Renault Collection press series
Acquired: second hand with neither stand nor box, in July 2006, in Brive, France

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.





Model: Renault Fuego GTX
Year: 1982
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.89 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in October 2007, in Souillac, France

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.

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.

Citroën Méhari

A new post is by now so rare on this blog that I can hardly believe it myself. By the way, regards to our newest follower, Pabuelin.

A little history

Peugeot decided to postpone the launch of its 504 model, scheduled for the spring of 1968, for France was by then in turmoil due to social unrest and students’ demonstrations. A certain idea of freedom was carried by the wind which was then blowing upon the country – and Citroën timely unveiled its Méhari.

Students had been throwing cobblestones all night long at the police forces. Hundreds were injured. Five hundreds youngsters were arrested after dawn. And yet, this was the day – May 11, 1968 – the Méhari was introduced, a carefree, fun, practical little off-road vehicle designed by Citroën. Ironically, nobody can resist to relate the two events nowadays, but by then, the troubled times prevented the Méhari to have much of a media exposure.

The concept was not new: as early as in 1963, two businessmen from Ivory Coast had begun producing a simple off-road vehicle based on the 2CV, which they named the Baby-Brousse. With Citroën’s support, the car ended up being produced on all continents, apart from Australia.

Citroën’s Méhari would indeed use most 2CV’s mechanical components, but instead of the squarish metal-sheets body of the Baby-Brousse, which simplicity was ideal for the limited industrial means of Third World countries, it would adopt a body moulded in ABS, a thermoplastic. Unlike most other “plastic” cars, the Méhari was not painted, the ABS being tinted. This eliminated the risk of scratching the paint in off-road use, but brought as a drawback a limited choice of colours and a tendency for them to fade over time.

The off-road capacities of the Méhari, with its little 600cc engine and only two-wheel-drive, were obviously limited, though the very light weight – just a little above 500 kilos – helped in many situations. Despite these limitations it was adopted by the French military as a light liaison vehicle, though for tougher work they still relied on Jeeps and, later, on Peugeot P4s and Auverlands. Many civilians users were enthralled by the Méhari, a durable and cheap mean of transportation that was ideally suited for the countryside.

In 1979, Citroën finally unveiled a 4WD variant of the Méhari. Despite a heavier transmission and a larger engine, the car remained relatively lightweight. With the help of a 7-speed gearbox, this allowed the Méhari 4x4, as it was simply called, to climb slopes of up to 60%. Unfortunately, the price of the 4x4 had ballooned to levels that insured its output to remain extremely limited. It was discreetly retired after only four years in production.

The plain two-wheel-drive Méhari survived its overambitious sister for another four years. After almost nineteen years in Citroën’s range, it finally disappeared in 1987, with no successor. A faraway heir could nonetheless be perceived in the C3 Pluriel. More complex and pricier, the latter never equated its predecessor’s success.

About the models

Model: Citroën Méhari
Year: 1970
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.12 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in July 2004, in Souillac, France

Ixo made a nice model of the Méhari – the folds of the canopy look particularly realistic. Unfortunately the Chinese manufacturer once again neglected data-gathering and ended up choosing a colour that wasn’t even available before several years later. This isn’t enough to spoil my pleasure of owning this model. My rating is 14/20.









Model: Citroën Méhari
Year: 1972
Maker: Norev
Scale: 1/43
Distributed by: Atlas as no.11 of its La caravane du Tour de France press series
Acquired: brand new, in June 2004, in Souillac, France

An older die-cast with many fine details, but also a somewhat strange overall shape – not so noticeable though. It is here fitted with the decoration of a Tour de France advertisement vehicle, a Norev specialty. Here, I’ll give 13/20.







Model: Citroën Méhari 4x4
Year: c.1979
Maker: Solido
Scale: 1/43
Distributed by: Hachette in its Sapeurs Pompiers de France press series
Acquired: second hand in original blister pack, in November 2007, in Montpellier, France

Simple but accurate, as many older Solido models were. Furthermore it represents the rare 4x4 version. Verdict: 12/20.

Renault 12

A little history

During the early Fifties, Renault produced no other passenger vehicle than the tiny 4CV and the large Frégate, with nothing in between. This didn’t matter much at the time, but a dozen years later, automobile manufacturers were trying to build more comprehensive ranges. By this time, Renault was offering the R4, a popular hatchback; the R8, a rear-engined saloon which succeeded the Dauphine, nonetheless kept in production; and the R16, a family saloon. We should also add to this list the Rambler-Renault, which was nothing more than a rebadged AMC built under licence in Renault’s Belgian production unit in Vilvoorde.

The R16 was too large to cater for more than the upper middle-class customers, leaving a gap in Renault’s range which the manufacturer was trying to fill up. The new R10, which was actually a dressed up R8, was only a stopgap. Renault was well aware of this and in 1965, started to work on the project that would lead to the R12.

The R4 and R16 had been relatively advanced automobiles at the time of their launches. This would contrast with the R12, which was intentionally designed as a very orthodox saloon. For example, though it adopted a front engine, front-wheel-drive layout as all new Renaults, it did away with an all-independent suspension and reverted to a solid rear axle. Style was pleasant, but once again extremely conventional: while Renault was appearing as building up a reputation as a hatchback manufacturer, the R12 was a standard 4-door saloon. Its engine was a 1.3-litre four developed from the tested block used by the R8. All in all, the R12 had been conceived as a sturdy, no-frill family car that would be spacious yet economical. The new Renault hit the market in September 1969 and, interestingly, was simultaneously introduced beyond the Iron Curtain as the Romanian-built Dacia 1300.

We have already seen how automobiles too much ahead of their times don’t sell. To all innovators’ dismay, in contrast the very plain R12 encountered a large success. After Renault presented an estate variant in October 1970, then added well-needed glamour to the range during the following year with the fast Gordini, the R12 grasped the country’s first rank in sales volumes in 1973.

The R12’s success extended well beyond the French borders. It became a popular car in most of Europe, and was widely produced abroad. Apart from its Romanian cousin, the Renault 12 was actually assembled on every continent, from Canada to Madagascar, from Argentina to Turkey, from Australia to Morocco, etc. In fact, some of these foreign plants produced the car well after it had retired in France, the very last of them being Dacia, which produced until 2006 a pickup version it had locally developed with either rear-wheel-drive or four-wheel-drive transmissions.

For model year 1976, Renault gave its R12 a new lease of life thanks to a facelift. This allowed the car to pursue its career beyond the introduction of its replacement, the R18 presented during the summer of 1978, as a simplified R12 range carried on until the end of model year 1980. Despite its complete absence of boldness, two millions had been built.

Before closing this story, two other cars based on the Renault 12 have to be mentioned: the Renault 15/17 coupes, and the Brazilian-built Ford Corcel, which had a totally different body but was based on the R12’s underpinnings.

About the models

Model: Renault 12
Year: 1970
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.36 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in May 2006, in Souillac, France

Plain was the Renault 12, plain is its rendition by Ixo. Nothing’s really bad about this die-cast, yet nothing’s extraordinary either, just another standard model distributed in large volumes by Altaya. Separate parts are few, and rear lights are made in solid red plastic. Ixo decided to paint its model in blue, probably a wrong choice as it was predictable that, one day or another, Altaya would request a Gordini version of the car in the same colour. My rating is 11/20.









Model: Renault 12
Year: 1971
Maker: Norev
Scale: 1/43
Distributed by: Atlas as no.12 of its Véhicules postaux d'hier et d'aujourd'hui press series
Acquired: new with neither box nor stand (probably a production overrun or quality control reject), in December 2006, in Hong Kong, S.A.R.

In all respects, Norev crafted this R12 from the French postal services much more carefully than Ixo did with the previous model. Details are pleasant and rather accurate. A good surprise considering it’s coming from yet another press series, and well worth 14/20.







Model: Renault 12 Gordini
Year: 1971
Maker: Norev
Scale: 1/43
Distributed by: Norev, as part of a “Gordini” box set offered in the “Renault Gamme Sport” series.
Acquired: second-hand as part of the complete set, offered by a friend and fellow collector in December 2006, in Manila, Philippines.

A well-made model that is unfortunately betrayed by some of the most oddly-fitting wheels I’ve ever seen on a die-cast. Too bad: only 11/20.

As mentioned above, this model is part of a commemorative “Gordini” set presented in a specific box. Two other die-casts are included, a Dauphine and an R8. Note that these three cars do not represent the totality of the Gordini-badged cars that Renault ever produced, as an R17 Gordini has also been offered.





Model: Renault 12 Gordini
Year: 1972
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.66 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in December 2006, in Souillac, France

Bingo! Two extra lights, an air scoop on the bonnet, specific wheels (couldn’t appear more plastic-like) and the traditional blue paintjob, and Altaya had an R12 Gordini for its long-running collection about classic French cars. To be frank, all these little details succeed in adding some zing to the model presented above, so I’ll push my rating to 12/20 here.

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.