BMW 507

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

A little history

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

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

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

About the models

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

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

















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

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









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

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

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.

Simca Vedette

A little history

By the early Fifties, discussions were easy between Simca and Ford. To cope with the new Aronde’s success, Simca wanted to increase its industrial capacities and develop its range. Ford S.A.F., the French subsidiary of the American giant, was willing to sell its large and modern Poissy plant, complete with the right to manufacture its range of V8 saloons and trucks. The deal was signed in 1954.

Simca’s new top-of-the-line model was the Vedette. The first generation Vedette had been produced since only 1948 but its bulbous body was now totally out of fashion. A few months before the agreement, Ford therefore introduced its second-generation Vedette, a large, chromed, slightly finned saloon which unmistakeably had a Ford look. Engine was again a V8, displacing 2.4 litres for 80 hp. The ride was as soft as could be expected from an American ersatz, while the gas consumption was, well, consequent...

Simca was all too happy with its new model. Though of Italian origins itself, it is interesting to see how the company maintained an American approach to this particular range, revising its models every year as was the habit across the Atlantic, adding more chrome, extending the fins, creating several lines with different names depending on their equipment, adding an estate presented as a luxury rather than utilitarian vehicle and, soon, going as far as introducing one of the only Continental kits ever seen in Europe!

Originally, the Vedette, sold as the plain Trianon, the fancier Versailles and the luxury Régence, sold rather well, appreciated by those who wanted a trendy American car without paying the hefty prices asked for the genuine thing. The roomy and well-appointed estate, called Marly, was introduced in 1956. Though the lack of an automatic gearbox was the only American touch that was absent from the car, a semi-automatic contraption was proposed as an option from 1957. Actually, the only real concern about the car regarded its brakes: the size of the wheels having been reduced to a small 13 inches, the surface of the drums was too limited for them to be truly efficient.

Nineteen fifty-seven was indeed a busy one for the Vedette. A heavily reworked car was being prepared, and was introduced at the Paris motor show in October. The cars were now christened Ariane 8, Beaulieu and Chambord. With new, tall rear wings, panoramic windshield, chromes all around, Dagmar-fitted bumpers and flashy two-tone paint, the Chambord was as American as Simca could make it. Nonetheless, an event had occurred a few months before that would change the car’s career.

A few months before, Great Britain and France partnered in a military plan set up to recover the Suez canal, which had just been nationalized by Nasser. Along the way, they garnered the help of the Israelis. The operation was a complete success, a few days being enough to grab back from the Egyptians this strategic passage between the Mediterranean Sea and the Indian Ocean. On the diplomatic stage though, this was another matter. Fearing that an increased communist influence in the region would be the outcome of the operation, the United States disavowed its allies. Ironically condemned by both Washington and Moscow, the Anglo-French task force, though victorious, had to withdraw. Triumphant, Nasser blockaded the canal by blowing up the ships seized while travelling through it.

So, what this all has to do with the Vedette, could you ask. Well, the closure of the Suez canal effectively deprived Europe from most of its much needed fuel, provided for the major part by oil fields recently discovered in the Gulf. With gasoline prices taking a steep rise and sales regulated by coupons in France, gas-guzzlers as the Vedette were facing hard days. Simca cleverly reacted by immediately introducing the Ariane, a model which combined the Vedette’s large body with the Aronde’s economical 1.3-litre four. This makeshift model encountered an instant success, while the sales of the V8-powered Simcas collapsed. Despite the introduction in 1959 of a truly automatic transmission, Simca’s “Rush-Matic”, and the addition of a luxurious Présidence (leather interior, glass separation between front and rear seats, telephone, and the above-mentioned Continental kit), nothing helped, so Simca subsequently gave up all efforts towards its Vedette in order to concentrate on more saleable models. The last Vedette was built in 1961, while the Ariane was retained for two more years. No successor was given to the Vedette, while the 1300/1500 followed the Ariane as Simca’s new top-of-the-line – a more modest car perhaps, but sold in much larger numbers!

It has to be noted that Vedettes were assembled in two countries outside France: by Chrysler in Australia, inaugurating a cooperation between the two companies that would last until the American corporation took over the French company, and, as our Brazilian friends shall know, in their own country, as late as 1969 as the restyled Simca Esplanada – a strange mix of Mopar’s Sixties-style front grille and rear ends, sandwiching a typically Ford central section dating back from the Fifties...

About the models

Model: Ford Versailles
Year: 1955
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.28 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in March 2005, in Souillac, France

A nice and rather accurate model. I think it’s fair to allow it a 13/20 rating.





Model: Simca Régence
Year: 1957
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.21 of its Les Belles Années Simca press series
Acquired: brand new, in December 2007, in Souillac, France

Another correct model by Ixo, though unfortunately betrayed by ugly wheels. My rating is 11/20.







Model: Simca Chambord
Year: 1958
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.41 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in October 2005, in Souillac, France

Good model with a nice paint but few separate parts - door handles and various decorations are moulded with the body then painted. But my main reproach is actually the fact that it has apparently been modeled from a collector’s car and features some elements (front position lights and hubcaps) that belong to different model years and are therefore incompatible. My rating is 12/20.







Model: Simca Présidence
Year: 1958
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.2 of its Les Belles Années Simca press series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

A very nice model, and my favourite Vedette when I was a child. Simca intended the car for businessmen and ministers. The latter almost never rode in it, preferring the Citroën DS. My rating is a good 14/20.





Model: Simca Ariane
Year: 1959
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.6 of its Les Belles Années Simca press series
Acquired: second hand with stand and box, in October 2007, through mail from a fellow collector from Rouziers de Touraine, France

Perhaps riding a little too low but otherwise very acceptable and worth 12/20.





Model: Simca Vedette Présidentielle
Year: 1959
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.16 of its Les Belles Années Simca press series
Acquired: second hand with stand and box, in October 2007, through mail from a fellow collector from Rouziers de Touraine, France

Nice and impressive version of the presidential parade car based on the Vedette, though some details such as the tricolore perched onto the bonnet somewhat lack finesse. Seldom used by the presidency as General de Gaulle disliked its American style, it nonetheless carried president Kennedy on his visit to Paris. My rating is 13/20.





Model: Simca Marly
Year: 1960
Maker: Eligor
Scale: 1/43
Distributed by: Atlas as no.11 of its Les petits utilitaires des années 50-60 series
Acquired: second hand with neither stand nor box, in October 2007, in Brive, France

Details can seem rather symbolic but that isn’t without reason, as Eligor is producing this die-cast from the moulds used by Norev to produce a plastic version of the same car during the Sixties. Having this car makes me very happy as I had the original Norev when I was a child - that is, until I unfortunately stepped onto it... To modern standards, this car is probably not worth more than 9/20, but once again, this is the reproduction of an old toy which, in its times, was splendid.

Opel Rekord

A little history

During its whole history – thirty-three years – the Rekord always stood near the top of Opel’s range. Interestingly, though passing through many different generations, the Rekord featured for most of its life bodies that were insistingly looking at the other side of the Atlantic Ocean for inspiration, not only owning up to the American ownership of Opel, but also expressing the tastes of many European motorists of the time.

Born as a two-door saloon in March 1953, but also available as a convertible or an estate, the Rekord, or rather the Olympia Rekord as it was then called, was initially powered by a 1.5-litre four. Though this first Rekord had a short career which ended in mid-1957, it passed through several facelifts and, although it looked at first as a scaled-down Pontiac, it was not so easily identifiable with other GM products at the time it retired.

The second-generation Rekord (P1) gave up the “Olympia” name, relinquishing any affiliation with its predecessor. It also appeared even more Americanized, as it now enjoyed two-tone paints, wraparound windshields and small fins at the rear. Such gimmicks would rapidly become obsolete, so this car’s life was even shorter than the Olympia Rekord’s, ending after only three years. Its successor was the P2, which was basically a re-bodied P1. The P2 was much squarish, and did away with wraparound windshields and curved side mouldings. Actually, the P2 had been designed to resemble the larger Kapitän, Opel’s offer in the luxury field. Though wheelbase was unchanged, the P2 also saw the introduction of the first four-door Rekord saloon, a welcomed addition.

Generations of Rekord continued to succeed each other at a rapid pace. In March 1963, the new Rekord “A” introduced a new style which, this time, did away with the Kapitän connection. Still, the link was soon re-established, as in March 1964 the Rekord, as a sign of the increasing fortune of the German middle class, was offered with an optional 2.6-litre six lent by Opel’s upper range. From July 1965 a facelifted Rekord “B” had a very short career (eleven months) but, significantly, introduced rectangular headlights – another styling cue borrowed from the latest Kapitän – which replaced the traditional round ones, and was at last powered by brand-new engines.

The Rekord “B” prefigured its successor’s style, though the straight horizontal lines that characterized American design during the early Sixties now gave way to the new “Coke bottle” styling gracing the “C”. Another American touch, a semi-fastback coupe was introduced, as well as a trendy vinyl roof. Separating the wheat from the chaff, Opel set up a new series, christened Commodore, for the six-cylinder cars. A symbol of the growing success of this German product, the “C” was also built in many countries abroad and, more specifically for our Brazilian friends, was the basis for one of their most ironic cars, the Chevrolet Opala, which would still be in production years after the very name Rekord would have disappeared.

Entering production in August 1971, the Rekord “D” marked a milestone as the car’s simpler body finally started to escape the influence of American styling that, having become too excessive and extravagant, was no longer en vogue in Europe. It also saw the introduction of the range’s first diesel engine, a 2.1-litre four.

The first Rekord fitted with a purely European body was the “E”, introduced in August 1977. Today, it can appear a little boxy, but was perfectly up-to-date back then. Furthermore, in order to face the threat of two futuristic models about to be launched by its rivals, the Audi 100 and the Ford Sierra, Opel’s designers cleverly facelifted the “E” in August 1982, successfully extending its lifespan up to July 1986. Once again the Rekord was available as a six-cylinder Commodore but also, as the slow-selling six- and V8-powered Opel behemoths had been sacrificed on the altar of economy shortly after the beginning of the oil crisis, as two new models: the luxurious Senator and its coupe variant, the Monza.

The Rekord nameplate was finally the victim of its own success. Feeling that “Rekord” (or, as a matter of fact, “Kadett”) sounded too much German for cars now sold worldwide, Opel decided to call its new middle-range car, introduced for model year 1987, the Omega. Still, nearly a quarter of a century later, I can’t help missing the old name.

An additional note

I wrote this post last week while scheduling to make it viewable today; coincidentally, two days ago our friend Tohmé published a post of his own featuring two very nice Opel Commodore racing cars on his blog - if you did not visit this page up to now, they are worth having a look.

About the models

There are plenty of them considering the long career of the Rekord, but unfortunately there would still be a long way if I’d decide to complete all generations of the car.

Model: Opel Rekord
Year: 1958
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 1,008 pieces
Acquired: brand new, in February 2006, in Manila, Philippines

Very nice P1 by Minichamps: 15/20.









Model: Opel Rekord
Year: 1960
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 3,024 pieces
Acquired: brand new, in February 2006, in Manila, Philippines

The best source of vintage German cars in 1/43 scale, Minichamps unsurprisingly also proposes this P2 coupe. My rating is again 15/20.





Model: Opel Rekord 1900
Year: 1966
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 2,400 pieces
Acquired: brand new, in September 2007, in Manila, Philippines

A pleasant Rekord “C” worth 14/20, though it appears a little “naked” without any registration plate.







Model: Opel Commodore
Year: 1966
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 4,320 pieces
Acquired: brand new, in February 2006, in Manila, Philippines

A fancier version of its Rekord gave Minichamps a Commodore. The German model-maker upheld its reputation by taking care of the minor details differentiating the two cars, as a different type of steering wheel for example. I'd give a 15/20 rating here.