Panhard Dyna Z and PL17

Greetings to Demo, who just joined us.

A little history

We have already seen how, with its Dyna X, Panhard turned away from the luxury market after World War Two in order to concentrate on popular cars. By 1950, the original Dyna was already losing momentum against cheaper alternatives such as the Citroën 2CV or the Renault 4CV. Therefore, the company management decided to replace its car by a more ambitious automobile, which design proved to be a challenge, for the company wanted a car that would be large enough to accommodate six persons, offer good performance and economy, and yet run on nothing more than the tiny 850cc flat-two of the Dyna X. An impossible task for Panhard’s engineers, would you say... And yet, they succeeded in designing a car that would exactly fulfil these requirements.

This new model was logically called the Dyna Z, and was first introduced before the press at the Parisian Les Ambassadeurs restaurant, in June 1953. The car was immediately acclaimed as one of the most innovative automobiles of the time. As requested, economy (6 litres of gasoline per 100 kilometres, or about 40 mpg) and performance (top speed of 130 kph) were both achieved, thanks to an extremely aerodynamic body penned by Louis Bionier (Cx of 0.26, still an excellent figure nowadays) and a very light construction in duralinox, a light alloy. While most of its rivals weighed about a ton, a Dyna Z was less than 700 kilos. It also enjoyed then-advanced characteristics as a four-speed gearbox with overdrive, or practical features as its rearward-opening bonnet that encompassed the front wings, in order to give complete access to the engine. This latter detail should have seduced amateur mechanics, but unfortunately the very peculiar drivetrain wasn’t easy to service outside of Panhard’s dealerships – this still hampers the popularity of these cars as collection pieces today.

Despite some early quality problems, the Dyna Z was well received. Too well perhaps: despite the fact that its whole design had been thought to fit the company’s Porte d’Ivry factory, a cramped plant split between several levels in downtown Paris, and though Chausson had been contracted to produce the bodies, building the car in large volumes was virtually impossible. This, along with a major blunder from Panhard’s accountants in their computation of the production cost of the car, made for a relatively expensive automobile. In order to reduce its expenditures, Panhard progressively dropped the duralinox, originally retaining it for the body panels only, then later building its Dyna Z entirely from steel. In the process, the Dyna fattened up by almost two hundred kilos during its career, losing most of its advantage on the performance field.

In June 1959, Panhard introduced the Dyna Z’s replacement – actually nothing more than an updated car. This new PL17 saw both its front and rear panels slightly modified in order to fit the changing tastes of the public but, despite this, the car remained characteristically bulbous. The dubious “suicide doors” fitted at the front gave way the conventional doors. Furthermore an optional “Tigre” engine was available: the uprated 850cc engine could now propel the PL17 to a good 145 kph and give back to it the zing of the initial Dyna Z. Indeed, it proved a brilliant competitor in rally racing.

Though the PL17 was quite a nice car, it could no longer dissimulate that the old company was out of pace by the early Sixties. Cash-trapped, Panhard was doomed even more by the negative impact of the gradual takeover by Citroën. Initiated in 1955, it was completed ten years later. In January of the same year 1965, the PL17 retired without a successor – the new and striking model 24 coupe, to which it had been originally planned to add a four-door version, remained the lone Panhard offer until Citroën sadly pulled the plug in 1967. Nowadays, the name survived only on military vehicles.

About the models

Model: Panhard Dyna Z
Year: 1953
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.43 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in October 2005, in Souillac, France

This is a simple yet pretty reproduction of an early Dyna Z by Ixo for Altaya. My rating is 14/20.





Model: Panhard PL17
Year: 1960
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.25 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in February 2005, in Souillac, France

Ixo demonstrated comparable quality when it came to reproduce a PL17 for the very same Altaya series. Same rating: 14/20.





Model: Panhard PL17
Year: 1961
Maker: Solido
Scale: 1/18
Distributed by: possibly as no.27 of the Voitures de prestige au 1/18 press series
Acquired: second hand with neither stand nor box, in April 2007, in Brive, France

Not the most detailed 1/18 die-cast around, but still a pretty good one. Plus, a PL17 at this scale is a nice departure from the all-too-common GTs or muscle cars. My rating is 13/20 here.





Model: Panhard PL17
Event: 1961 Monte Carlo Rally, driven by Maurice Martin, navigator Roger Bateau (overall winners)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.64 of its Voitures de Rallye de Collection press series
Acquired: brand new, in August 2006, in Souillac, France

The very limited racing preparation of early rally cars made an easy job for Ixo to reproduce the winner of the 1961 Monte Carlo – on that year, the light and nimble PL17 shared the three steps on the podium with no one. My rating is 14/20.

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.

Mercedes-Benz 500 to 580K (W29)

A little history

After the legendary Mercedes-Benz SSK and SSKL had retired in 1932, only the SS remained as the famous company’s sports car offer. Two years later, the SS was finally withdrawn when a new 500K topped the range.

The 500K represented a sharp turn for Mercedes-Benz. It indeed inherited powerful engines fitted with superchargers, optional short wheelbase variants and immeasurable reputation from its predecessors, but the new cars were more urbane, with luxury set as their ultimate goal rather than strict performance.

Though most 500Ks produced in Mercedes-Benz’ Sindelfingen’s plant were heavy saloons built on the longer chassis, that were the shorter, sportier versions which focussed the bulk of the attention. With the Reich superhighway system filling out into a dense network, the very design of automobiles was evolving in a particular way in Germany. Most manufacturers were offering streamlined cars able to sustain high cruising speeds. For such a high-performance vehicle as its own, Mercedes-Benz couldn’t discard such a version, which came in the form of an impressive “Autobahnkurier” special coupe that was a sign of things to come.

All 500Ks were powered by a 5.0-litre inline eight. This new engine was rated at a rather leisurely 100 bhp but, in line with the company’s tradition, was equipped with a supercharger offering extra power at the driver’s request, by a simple touch of a button on the car’s dashboard or with the gas pedal through a kick-down system. When in use, the supercharger would push the output up to 160 bhp, which actually was still short of the SS series, of which many versions had been rated at more or less 200 bhp. Other technical details of the car deserve to be mentioned, as they were extremely advanced for the times: the 500K received an all-independent suspension, hydraulic power-assisted brakes on all four wheels, and a five-speed synchromesh gearbox was available.

It was in October 1936 that Mercedes-Benz broke with its habit and chose Paris instead of Berlin to introduce the W29’s next version, the 540K. The new name reflected the engine’s growth to 5.4-litre, with outputs now at 115 / 180 bhp, without or with supercharger in use. Using knowledge acquired through their all-conquering Grand Prix racing team, the 540K was totally reworked and its weight greatly reduced. As the 500K before it, the 540K too had its halo model, the outstanding Spezial Roadster, which has since then become one of the few classics among all classics. Actually this version, penned by Hermann Ahrens, had been introduced with the latest 500Ks, but became Mercedes-Benz’ most effective image-builder following the 540K’s introduction. Nonetheless, once again most of the production concentrated on less striking saloons and limousines.

In 1939, Mercedes-Benz started to work on the 540K’s replacement, internally known as W129 but supposed to be introduced as the 580K. Engine was again enlarged to 5.8-litre, with outputs up to 130 / 200 bhp, without or with its supercharger on. Several prototypes were built and clothed in the exclusive Spezial Roadster body, or as equally extraordinary coupes. They were tested until 1940, when the necessities of the war brought the program to a halt. Interestingly, the very last units ever built in this series were armoured cars built on the 540K chassis on special request from the Third Reich authorities, the last vehicles being delivered in 1944.

About the models

Model: Mercedes-Benz 540K Spezial Roadster
Year: 1936
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.3 of its Voitures Classiques press series
Acquired: brand new, in October 2005, in Souillac, France

A nice Ixo-built model of the famed Spezial Roadster has been proposed by Altaya. It is aptly painted in the traditional red paint these cars often sported, and is nicely fitted with many separate parts. The only drawback is the size of the headlights, which are much too large in diameter. My rating is 13/20.













Model: Mercedes-Benz 540K
Year: 1936
Maker: Solido
Scale: 1/43
Distributed by: Solido, “Sixties” series
Acquired: brand new, in August 2003, in Brive, France

Solido offers this older model, curiously enough in its “Sixties” rather than “Âge d’Or” series. Despite its age this is still a pleasant die-cast in any collection, helped by the fact that rather than the omnipresent Spezial Roadster, Solido chose a plainer yet more original four-seat convertible. Just for the anecdote, a curious problem occurred with this model, as one day I found one of its headlights resting on the shelf next to the car, broken. The model never having been bumped beforehand this was rather odd, but fortunately was fixed without any problem. My rating is 12/20.

Citroën C4 and C6

A little history

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

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

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

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

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

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

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

About the models

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

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







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

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







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

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

Berliet 770 KE

A little history

Before concentrating on trucks and buses Berliet had been an automobile pioneer, building its very first car as early as 1895. Under the guidance of its founder Marius Berliet, this factory from Lyons would soon become a major producer in France, and an important exporter abroad. By the early 20th century, Berliet was building a diversified range of automobiles, had entered motor racing, had launched its first bus, and had extended its activities to the U.S. where its models were constructed under licence by Alco. Trucks would soon follow, the very first one being produced in 1910.

World War One obviously – and, somehow, sadly – boosted Berliet’s activities. Above all models, its new CBA truck was of major interest for the French army. To fulfil the large contracts signed, Berliet built a new, state-of-the-art factory in Vénissieux, which employed more than three thousand workers.

Such a large industrial potential would inevitably remain underused after the restoration of peace. The poor economic conditions didn’t help, and despite the fact that it retained its rank as a major French truck manufacturer Berliet’s financial situation deteriorated by the early Twenties. Nonetheless, it survived, though its automobile production became more and more confidential. Its very last model, the large Dauphine saloon, was nothing more than a Peugeot 402 fitted with a different, more conventional and, actually, very American-looking front end. Launched in early 1939, the Dauphine sold two hundred copies before World War Two interrupted its production. This new martial interlude gave Berliet’s automobile activities its final blow. On the other hand, truck production never stopped during the conflict, Berliet developing a series of vehicles using wood-fired engines, as gasoline was in short supply.

After 1945, the production of commercial vehicles was a priority, so Berliet’s future seemed bright. The Fifties and Sixties were indeed a golden age. It was also a time for innovation. Among others, Berliet introduced turbocharged diesel engines in its trucks, fitted a central-mounted horizontal engine under the floor of its buses, and designed a cabover truck with one of the first sleeping compartments. In 1957, thirty years of involvement in the French colonial empire were crowned by the launch of the T100, intended for the exploitation of the newly-discovered oil in the Sahara desert. At more than one hundred tons, riding on specially-designed tyres 2.4 metres tall, the T100 was nothing less than the largest truck in the world (see a picture here and a later variant here with a 1/43 model of this monster). Finally, in 1965 Berliet released the Stradair, a striking truck looking like nothing else on the road. During this time, sheer commercial success was encountered both on the civilian (GLC then GAK cabover) and military (Gazelle) markets.

Such achievements attracted the attention of Citroën. The Javel company was appearing then to be on a steep ascending path: continuing success of the DS, 2CV and Ami ranges, and soon takeover of Maserati and alliance with Fiat. Citroën was also a producer of light and medium trucks, and decided to extend its production to heavy commercial vehicles by purchasing Berliet, which was done in 1967, ending more than seven decades of independence for the Lyons manufacturer. Despite this change of ownership Berliet retained its identity – the company was keen to innovate, and so was Citroën, making the two an ideal pair. Another advanced design to appear during these years was the PR100 city bus. A very modern vehicle when launched in 1971, it equipped a majority of French cities and was widely exported or produced abroad, sometimes in rather surprising countries as in communist Poland and in faraway Australia.

What finally doomed Berliet wasn’t a restriction of its autonomy by Citroën, but the poor financial health of its new owner. In 1974, Citroën was nearly bankrupt. It was now the turn of Michelin, which had saved the company back in 1934 by purchasing it from André Citroën, to sell it to Peugeot, while Berliet and its 24,000 employees were separated from the rest of the conglomerate and taken over by Renault. The latter company already owned Saviem, and though both factories retained their identities at first, rationalization was on the way. In 1978, Renault Véhicules Industriels or R.V.I. was created to cap the manufacture of all commercial vehicles and, two years later, the Berliet and Saviem nameplates definitely gave way to Renault.

About the model

Model: Berliet CAM 770 KEH-C74 Camiva combined with EPA 30 ladder
Year: c.1971
Maker: Solido
Scale: 1/50 (that’s what’s commonly said, but I doubt it and would think it is perhaps 1/55 instead)
Distributed by: Hachette as no.1 of its Sapeurs Pompiers de France press series
Acquired: brand new, in December 2008, in Brive, France

I do not have much information about this particular model. Solido released its scale model versions of the Berliet KE fire truck in 1973, while the Camiva branch, which took care of Berliet’s production of fire trucks, was formed in 1971, so it’s reasonable to date the 1:1 truck from between these two dates. As an old model this die-cast is accurate, but extremely simple to modern standards. The ladder is articulated and can be extended. I’ll give 11/20 to this model.

Renault 4CV

After the rebadged thing, here is the original.

A little history

Designed during the war, the Renault 4CV became the symbol of the return of peace and prosperity. It also was the first really popular French car, giving access to motorization to the country’s working class which up to then had to content itself with motorcycles and bicycles. As a matter of fact the 4CV became the first French car to be produced in more than a million copies.

In 1940, the German invaders put their hands on virtually all of the French industrial facilities. Renault was a jewel among the booty. Not only was it the second automobile manufacturer in the country after Citroën, it was one of the main trucks producers, and was heavily involved in aeronautics (the company had built aircraft engines since the birth of aviation and had bought airplane manufacturer Caudron during the late Thirties) and armoured vehicles (Renault was a main tank producer since the introduction of the FT17, the first modern tank, back in the Great War). From then on, Renault had no other choice than support the Third Reich’s war effort.

Nonetheless, as soon as 1940 the company’s designing team started to imagine what a postwar Renault would look like. Working in utter secrecy, far from the preying eyes of the Germans, the engineers were able to produce a prototype in December 1942. After miraculously escaping from an Allied air raid which flattened most of the Billancourt factory, the car was able to undertake its first discreet road tests shortly after New Year’s Day, 1943.

A very compact car, the 4CV prototype was a rounded two-door saloon built in aluminium. It was fitted with a rear-mounted four displacing 760 cc and, despite its modest output, the lightweight car can achieve a correct level of performance. Many have noted a strong resemblance with the Volkswagen Beetle which, considering the Renault Juvaquatre-Opel Olympia connection, was probably not a coincidence.

Several prototypes saw light during the long and difficult development of the car, which had to be suspended every time the German officials supervising the factory suspected anything. The main evolution of the 4CV during this period was the addition of two more doors, making it a tiny (3.66 meters long) but practical car. When this last prototype, now very close to the production model, appeared in November 1945, the war was then over. Many changes had taken place at Renault, the new French authorities, eager to grab the huge factories of the manufacturer, having thrown into jail its founder Louis Renault, charged with collaboration with the enemy. The old man had the good taste of dying while behind bars, allowing the government to make its plans come true. Well, he was actually helped by the poor sanitary conditions within the prison and the regular beatings of the wardens. Indeed, the circumstances in which was born what was to become the pride of the French state-owned industry for many decades to come was tantamount to murder.

The 4CV was ready for production in 1946 but, by that time, the company was still rebuilding its widely-destroyed factory, so the launch had to be postponed. Despite being formally introduced during the Paris motor show in October 1946, no 4CV could be produced before August 1947. Nonetheless, it became the first brand-new car thrown to avid French motorists since the end of the conflict, easily beating the Citroën 2CV, still under development despite being on the Javel’s drawing boards since the late Thirties. The head of the newly-formed Régie Nationale des Usines Renault (RNUR), Pierre Lefaucheux, insisting on concentrating all efforts on a single model, the 4CV became the only passenger car produced by the company, another wartime project for a large, American-styled 11CV saloon being abandoned, except for its roomy estate variant that would be introduced as the Colorale.

Despite a tricky handling due to a combination of a heavy tail, a very direct steering and a sensibility to crosswind, the 4CV immediately seduced most people thanks to its low price and the practicality of its four doors. Having not seen a new car in years, the French public didn’t mind either if the very first 4CVs, owing to the take-over by Renault of large stocks of paint abandoned by the German army in retreat, were only available in Afrikakorps sable or Wehrmacht kaki green…

Success immediately greeted the 4CV’s introduction. Some new models were progressively introduced, such as the “découvrable” (convertible saloon) or the “commerciale” (commercial saloon loaded and unloaded through the rear doors, as a hatchback couldn’t be added to the rear-engine car). Another evolution was the replacement of the original R1060 type (760 cc, 17 hp) by the R1062 (747 cc, 21 hp). As you probably noticed the newer version received a smaller engine than its predecessor, a rare occurrence as engines are generally enlarged as time goes by. The reason was that the 4CV’s block had found a huge popularity in motor racing, and the new R1062 engine allowed competing in the 750 cc class, in which the car soon had no worthy competitor. A version specially designed for racing, the R1063, was even created. With 35 hp, the R1063’s road version could reach 120 kph, but a track-prepared R1063 would be good for 140 kph. Still, when Renault decided to enter a large factory team in the 1951 Le Mans 24 Hours, it would take brave men to drive such cars which, rushing through the night at this pace on the Mulsanne straight, could be rammed at any time by Jaguars, Ferraris or Talbots going at almost twice this speed…

By the early Fifties, the 4CV had been improved to such an extent it wouldn’t evolve much for the remainder of its career. A huge success within France, it started attracting interest abroad. Renault’s Spanish branch Fasa launched its automobile production in 1951 with the 4CV. Hino built it under licence in Japan from 1953. Large quantities were exported in the whole of Latin America and, more surprisingly, in North America. Another large export market for the tiny Renault was Australia.

The 4CV was extremely popular as a base for many a little manufacturer constructing small series of special coupes or convertibles. A few among them were Alpine, V.P., Rosier or Autobleu. It was also adopted as a patrol car by the Parisian police. Such cars were soon nicknamed “voitures-pies” because of their paintjob (“pie” means magpie in French, so the expression is quite similar the English “Panda car”). A voiture-pie would receive special doors allowing for quick exit, a two-way radio set and a 30 hp engine.

Though an electromagnetic “Ferlec” clutch, purchased from Ferodo, was available as an option from 1956, and an improved heater introduced two years later solved one of the car’s main problem, the 4CV wouldn’t change much as Renault’s attention now focused on the new Dauphine, a larger rear-engine saloon. The very last 4CV was built as late as in July 1961, when it was succeeded by the ground-breaking hatchback, the Renault 4.

About the models

A big “s” at the end of the word “model”, as there are plenty of them this time!

Model: Renault 4CV R1060
Year: 1947
Maker: Eligor
Scale: 1/43
Distributed by: Hachette as no.1 of its 4CV Renault press series
Acquired: brand new, in December 2008, in Souillac, France

Eligor designed this scale model of the 4CV well enough, though nothing about it is truly extraordinary. Unfortunately the manufacturing’s standard of quality is far from great. I’ll give 11/20 to this model.





Model: Renault 4CV R1062
Year: 1950
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.1 of its Nos Chères Voitures d'Antan press series
Acquired: second hand with stand but without box, in December 2008, in Brive, France

A nice 4CV overall but lacking in details. My remark about the door handles is obviously the same that the one I made about Ixo’s Hino, built with the same mould. Pleasant but probably not worth more than 12/20.







Model: Renault 4CV R1063
Year: 1951
Event: 1951 Le Mans 24 Hours, driven by François Landon and André Briat (finished 24th overall, class winners)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.59 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in May 2006, in Souillac, France

Certainly an original car, though unfortunately Ixo doesn’t reproduce any other Le Mans 4CV than this one. My rating is 12/20.





Model: Renault 4CV Commerciale
Year: c.1952
Maker: Eligor
Scale: 1/43
Distributed by: Atlas as no.26 of its Les petits utilitaires des années 50-60 series
Acquired: second hand with neither stand nor box, in October 2007, in Brive, France

It’s basically a poor-quality 4CV with a “BIC” decal glued to it. Fine, there are many collectors of commercial vehicles out there, but are they gullible enough to buy such a model car? (I mean, to buy it new at 22.50 euros - I got mine for 2 euros, and I would have had regrets if I had spent more.) My rating is 7/20.





Model: Renault 4CV Découvrable
Year: 1952
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.68 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in December 2006, in Souillac, France

The open roof revealing a pleasant dashboard and the (uncomfortable) seats of the 4CV allows to distract from the flaws of the Ixo reproduction of the little Renault. My rating is this time a good 13/20.





Model: Renault 4CV Commerciale
Year: 1954
Maker: Solido
Scale: 1/43
Distributed by: Solido, “Pompiers” series
Acquired: brand new, in February 2004, in Brive, France

A simple reproduction, Solido-style some would say. It suffers from the very low ground clearance which totally changes the appearance of the car, and the absence of any decal on the registration plates. My rating is 8/20.





Model: Renault 4CV
Year: 1955
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.66 of its Taxis du Monde press series
Acquired: brand new, c.October 2004, in Souillac, France

Ixo reproduced its 4CV as a Tunis taxi, not only changing the decoration but altering its mould to represent the new, simpler front grille introduced in 1954. Sympathetic, though not necessarily indispensible: 12/20.





Model: Renault 4CV “Voiture-Pie”
Year: 1956
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as a subscribers’ gift to its Nos Chères Voitures d'Antan press series
Acquired: brand new, in March 2004, through subscription in Souillac, France

A rather pleasing rendition of a Paris voiture-pie. Ixo correctly reproduced the front side windows, which present an overhang over the cut-out doors - a detail I never noticed on pictures of the real car until I got this model - and enlarged the rear window. My rating is 13/20.





Model: Renault 4CV “Voiture-Pie”
Year: 1956
Maker: Eligor
Scale: 1/43
Distributed by: Atlas as no.3 of its Les petits utilitaires des années 50-60 series
Acquired: second hand with neither stand nor box, in October 2007, in Brive, France

Same car, different reproduction. Eligor’s mould is older and this cannot be hidden. Many omitted details and several mistakes justify a 6/20 rating.





Model: Renault 4CV “Voiture-Pie”
Year: 1956
Maker: Eligor
Scale: 1/43
Distributed by: Hachette as no.2 of its 4CV Renault press series
Acquired: brand new, in January 2008, in Souillac, France

Eligor again, but this time with a brand-new mould. Following the popularity of the voiture-pie among Paris policemen, the tiny principalty of Monaco wanted the same car for its own constabulary. Here is the result, reproduced well enough to deserve a 13/20.