Volvo Series 88

A little history

During the Fifties, the old company Volvo had succeeded in making itself known outside of its native Sweden thanks to its PV444 model, an old-fashioned but extremely robust automobile. But Volvo’s range extended much further than this, for it also manufactured trucks, buses, agricultural tractors and marine engines. In 1965, Volvo let the world discover part of its commercial line as it unveiled a brand new truck, the modern 88. Virtually no component was carried over from previous models by the three main models, the F88 (cab-over), N88 (conventional design), and G88 (trailer tractor). An inline six, 9.6-litre engine powered these trucks, being rated at 166 hp, while a smaller variant, the Series 85, has to content itself with a smaller 6.7-litre, 107 hp engine. Any transmission setting among a wide choice could be specified, while both two- and three-axle versions existed. On the other hand, only one chassis length was available for both F88 and N88 trucks.

Volvo trucks were not designed to compete with established companies on export markets thanks to lower prices, but to superior quality. Actually, they were rather expensive but offered excellent reliability, handling and comfort. Some unusual characteristics included the availability of turbocharged versions of these trucks – common today, turbochargers were virtually unheard of back then – able to deliver up to 260 hp, a seat that could be adjusted for the weight of the driver, and power steering. It also enjoyed a cosy berth at the back of the cabin and a powerful heater.

The N88 and even more the F88 and G88, which squarish cabins were a common sight on all European roads, enjoyed a long and successful career. The introduction of the F10 and F12, unveiled in 1977, nonetheless announced the coming end of the Series 88. All variants were discontinued shortly thereafter.

About the model

Model: Volvo N88
Year: 1967
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.2 of its Camions d'Autrefois press series
Acquired: brand new, in December 2011, in Souillac, France

Altaya and Ixo have had the brilliant idea to start a new press series which allows truck lovers to fill their shelves for a much lesser price than those usually asked for 1/43 models of this kind. Did Ixo have to sacrifice quality to achieve this goal? Surprisingly, this model is a very good reproduction of the N88, filled with carefully reproduced details. I’d give 15/20 for this model, well worth those found in hobby stores.

Chevrolet Corvair

A little history

When one thinks about American cars, stereotypes most probably come to his or her mind, as hefty sizes and weights, chromes, V8 engines, and so on. Still, American engineers sometimes proved to be capable of creating something original. In the case of the Corvair, they were poorly rewarded for their efforts.

The Corvair’s concept was due to Edward Nicholas “Ed” Cole, on Chevrolet’s payroll since 1933. During the Fifties, he was named chief engineer, then general manager of General Motors’ biggest seller. He already had an eye on the many rear-engine cars developed in Europe, particular the Volkwagen Beetle, so different from anything Detroit was producing, yet so popular in America. So Cole thought the time was ripe for an American-made rear-engine automobile.

The Corvair, as it was to be called, would be a compact car. Nash and its successor AMC had opened the way with the Rambler, imitated by Studebaker and its Lark. Simultaneously, imports peaked by the end of the decade. The three major corporations had to react and each prepared a compact car of their own. This riposte took the shape of three compacts that all appeared for model year 1960. Ford unveiled the Falcon, a very conventional car and, as it turned out, the most popular of the bunch. Plymouth introduced the Valiant, which unfortunately suffered from a tormented style announcing the odd-looking Chrysler cars of the next few years – until the group’s chief designer Virgil Exner finally got the boot. Concurrently, Chevrolet presented its Corvair, fitted with a rear-mounted, air-cooled flat six. Completely new to GM’s engineers, this original architecture had proved difficult to develop – even after entering production, the Corvair’s engine would leak oil in enormous proportions. Its main problem though would come from its rear suspension. The swing axle should have been complemented by an anti-roll bar. GM’s accountants didn’t follow the engineers’ suggestion: with all its unusual technologies, the Corvair was expensive to build, and some costs had to be cut to make the car competitive on the market. This choice would prove decisive in the catastrophe that loomed ahead.

Still, things were not going so bad yet. Sales were inferior to those of archrival Ford, but good enough. Performance was rather limited, though the 2.3-litre six was working hard to provide at least good acceleration, but the body had been masterfully crafted – ironically, the Corvair’s look would inspire many designers: the NSU Prinz 4, the Simca 1000, the Hino Contessa, or the Fiat 1300/1500 all mimicked the unsuccessful Chevrolet. In addition to this, the range was limited at first, including only only two- and four-door sedans. Developing Chevrolet’s offer could help, so during the next few years many models being added to the catalogue: the short-lived Lakewood station wagon, the Greenbrier minibus and Corvan 95 van and pickup, and a convertible. But it was the Monza Spyder that determined the future of the car. Launched in 1962, it added to the car a turbocharger (a rare equipment in those days), boosting the power to 150 hp and transforming the Corvair, with its peculiar handling, into an affordable sportscar. The whole range benefited from the new image carved by the Monza Spyder, finding a niche that allowed it to remain on Chevrolet’s pricelist despite the introduction of a more conventional compact, the Chevy II.

Sold as a sporty compact, could the Corvair finally be a success? Two elements played against it, once again. The first was the introduction of the Ford Mustang halfway through model year 1964. Compact, nimble, cheap, sporty, somewhat different, the new Ford was all this… as the Corvair had been before it. That is to say, the Mustang could do anything the rear-engine Chevrolet did, only better. In particular, the Corvair had to settle with its turbocharged six as its most potent engine, while the Mustang offered V8s and a whole range of optional heavy-duty parts that could turn it into a genuine performance machine. Inevitably, the Corvair was rapidly expelled from its very last stronghold.

The second event that negatively affected the Corvair’s career was the book from a then-unknown lawyer, Ralph Nader. In Unsafe at any speed, Nader violently denounced the absence of concern the manufacturers demonstrated for safety. All automobile companies were under fire – even Rolls-Royce was cited – but no car received harsher critics from Nader than the Corvair, which handling was supposedly extremely hazardous. In addition, Nader argued that in case of a frontal shock, the driver would be impaled by the steering column. Many claims later proved to be, at least, grossly exaggerated, but the fatal blow had already been given nonetheless.

Nader’s attacks paradoxically came as the Corvair was bettering itself. For 1965, a second generation of the car was unveiled. The swing axle gave way to a much superior independent suspension on all four wheels. One year later, Chevrolet would face Ralph Nader’s critics by fitting a two-piece steering column, then a collapsible one after another year. Best of all perhaps, the new Corvair, inspired in part by the Corvette Stingray, was lower and longer, and definitely very elegant.

Alas, this second Corvair was leading a fight that was already lost. In 1966, Chevrolet decided to stop the development of the car to concentrate on its challenger to the Mustang’s supremacy, the oncoming Camaro. Shortly thereafter, advertisement expenses were drastically reduced. Year after year, demand unsurprisingly dropped. Production figures were six-digits numbers when the car had been initially launched; in 1969, for its very last year, only six thousand left the factory. A sad end for a car that has been extremely ambitious at its outset.

About the model

Model: Chevrolet Corvair Monza
Year: 1969
Maker: Yat Ming
Scale: 1/18
Distributed by: Road Signature
Acquired: brand new, in November 2004, in Manila, Philippines

Excellent model by Yat Ming. With the exception of its engine, too much plastic-like to my taste, all details of this die-cast have been carefully crafted. My rating is 14/20.

Volkswagen Typ 4 (411 and 412)

A little history

After the Typ 3, Volkswagen continued to expand its range upward by offering in 1968 what was then its largest car ever – the Typ 4, known from the public as the 411 model.

Despite its higher ambitions, the 411 remained unmistakably linked to the original Beetle. From the outside, it basically looked as an overgrown Typ 3, retaining the traditional air-cooled, rear-engine, rear-wheel-drive arrangement. Some discrete but significant innovations were introduced though, most notably unibody construction and an efficient suspension through MacPherson struts. More apparent to the public, the 411 would also be Volkswagen’s first four-door vehicle.

The 411 was introduced during the Paris motor show of October 1968. Even though the car was rather elegant with its Pininfarina-inspired body, well equipped for its time and fitted with a brilliant 1.7-litre boxer engine – that would later be installed in the VW-Porsche 914 –, it certainly came too late, with the popularity of rear-engine automobiles rapidly vanishing. Cars, particularly in the 411’s class, now were to be water-cooled, front-engined, and preferably driven through the front wheels – it seemed Volkswagen had it all wrong.

Volkswagen’s reaction was to offer a more conventional alternative to its 411. It appeared in 1970 as the K70, designed by NSU and hastily rebadged after the little company’s takeover. In turn, the K70 itself was a relative failure, and both cars cohabited while Volkswagen’s engineers were working on a common successor. In the meantime, the 411 gave way to a modernized 412, which was tastefully modified by American stylist Brooks Stevens and was introduced for model year 1973. One year later, the engine was enlarged to 1.8 litre, though it lost its Bosch fuel injection system in the process. Simultaneously its replacement saw light: it was the modern Passat. The 412 was removed from the company’s 1975 range, while the K70 followed the same way a few months later.

Despite their dated concept and a disastrous tendency to rust, the 411 / 412s proved to be excellent vehicles, but also marked the end of an era, being the very last cars introduced by Volkswagen that used the traditional Beetle-like arrangement. The Wolfsburg factory saw almost 370,000 of them being built through their short six-year career, many of them exported to the North American market.

About the model

Model: Volkswagen 411 LE Variant
Year: 1969
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps
Acquired: brand new, in February 2006, in Manila, Philippines

For the die-cast of a Sixties German car, there is perhaps no better choice than Minichamps. The famed manufacturer offers, among others, this fine reproduction of the two-door estate version of the 411 (there were no four-door estate). My rating is 14/20.

Ford GT40

Hard to keep it concise, but here is…

A little history

As the story goes, what would become the most successful American racing sportscar in history was born out of Ford’s resentment to having been turned down by Enzo Ferrari while attempting to purchase the old man’s famous company. Revenge would be sweet if the Dearborn giant could beat the Commendatore’s small outfit on its own grounds. Enzo Ferrari cherished endurance races above anything else, well above Formula One actually – this would be right where Ford would defy him. The clearly stated objective was to win the Le Mans 24 hours, in which Ferrari was triumphant since 1960.

Though Ford has huge resources at its disposal, it had absolutely no experience in sportscar racing. The American company therefore shopped for the most valuable partners available, recruting John Wyer, the team manager who had led the Aston Martin team to a brilliant victory at Le Mans in 1959 ahead of the Scuderia cars, and acquiring the services of Eric Broadley, Lola’s founder.

A few months before, Broadley had unveiled the Lola GT, a fibreglass coupe powered by a centrally-mounted engine – a V8 borrowed from the Ford Fairlane… Great promises were perceived in this sleek little car. Though Broadley refused to see Lola directly involved in Ford’s racing program, he accepted to personally cooperate on a short-term basis. Progressing at a high pace, the “Ford GT” project was already quite advanced when the Lola GT was entered at the 1963 Le Mans race, and though it ended up in smoke (literally), it was able to put up a potent demonstration beforehand, comforting Ford in its technical choices.

By the end of 1963, Broadley ended his direct involvement and the project was moved from Lola’s factory to a plant set up in Slough near London by a specially-created division of Fomoco, named Ford Advanced Vehicles. By the spring of 1964, the GT40 was ready to race.

Despite all of Ford’s efforts and investments, the beginnings of its touted sportscar were difficult. The GT40 was fast indeed, but all too often unable to reach the finishing line. After a dismal 1964 season, Ford installed Carroll Shelby, of A.C.-Cobra fame, at the helm. Things slightly improved, a GT40 winning at Daytona early in the season, but failing again in most other major events. Ferrari remained victorious, and the American effort started to raise some smiles in the Old World.

For 1966, a new GT40 Mk.II was unveiled. Thanks to this improved version, benefiting from a huge 7-litre engine, fortune started to smile at Ford. The Mk.II dominated the season, most notably taking a historical win at Le Mans. For this latter race, a specially designed J-Car, with refined aerodynamics and all-new chassis, had even been designed, but not raced after the tragic death of its test pilot Ken Miles occurred during its development. Some characteristics of the J-Car were used to design the Mk.IV for the 1967 season. It ended with another Ford triumph. Having nothing more to prove and being one of the major teams targeted by the new rules in effect in 1968, Fomoco decided to pull out of endurance racing.

Some were still seeing some potential in the GT40. Though its most recent versions were now outlawed, the older Mk.I respected the requirements of the new 5000cc Sport class. Many privateers continued to race GT40s with various degrees of success, but none as brilliantly as the stubborn John Wyer himself. With Gulf’s support, Wyer allowed the ageing car to remain one of the major contenders in endurance for two more seasons, and also scored two more wins at Le Mans for Ford. In 1969, the manufacturer’s fourth straight success was a narrow one, Jacky Ickx and Jackie Oliver beating the Porsche 908 of Gérard Larrousse and Hans Herrmann by a tiny margin in the race’s very last lap. Though insufficiently prepared yet, the new Porsche 917s had dominated the beginning of the race. It was clear that the GT40 wouldn’t be able to follow the pace in 1970. Wyer and Gulf carried on with their successful partnership but switched to the 917, while only a few private teams entered GT40s until the end of 1971, when FIA’s rules definitely excluded all prototypes with engines displacing more than 3000cc.

This could have been all, if not for the wave of nostalgia which engulfed the automotive industry from the Nineties on. During the 2005 Detroit motor show, Ford presented a modern GT40, which closely mimicked the style of the original but was larger overall. Finally named “GT” due to trademark ownership problems, this exclusive gran turismo coupe was designed as a limited-production image-builder, officially selling for a whopping $140000. In reality, Ford never even built as many GTs as it planned, and the very last one was sold in 2007. Interestingly, a few GTs returned to the racetrack, more than forty years after the legendary machine which they took their inspiration from.

About the models

Model: Ford GT40 Mk.II
Event: 1966 Le Mans 24 Hours, driven by Bruce McLaren and Chris Amon (overall winner)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.33 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in February 2005, in Souillac, France

Rather detailed compared to other models within this Altaya series. Nice wheels, too. My rating is 14/20.





Model: Ford GT40 Mk.II
Event: 1966 Le Mans 24 Hours, driven by Bruce McLaren and Chris Amon (overall winner)
Maker: Del Prado, or whoever builds models for Del Prado
Scale: 1/43
Distributed by: Del Prado through an unknown Japanese press series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

This is exactly the same car as the previous one, but this time as seen by Del Prado. Unsurprisingly, overall quality is inferior to the Altaya/Ixo, but it remains quite good compared to other models distributed by the Italian company. My rating is 12/20.





Model: Ford GT40 Mk.II
Event: 1966 Le Mans 24 Hours, driven by Dan Gurney and Jerry Grant (retired)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.5 of its Les monstres sacrés de l'endurance press series
Acquired: brand new, in April 2007, in Souillac, France

Here is a second works Ford from 1966. Though they set the fastest time in practice, Gurney-Grant's radiator forced them to retire. Altaya released this model in a later, more detailed series, so #3 ended up being even better than #2: I'd give 15/20 to it.







Model: Ford Mk.IV
Event: 1967 Le Mans 24 Hours, driven by Mario Andretti and A.J. Foyt (overall winner)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.23 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in August 2004, in Souillac, France

A nice model of the 1967 Le Mans winner: 13/20.







Model: Ford GT40
Event: 1968 Le Mans 24 Hours, driven by Pedro Rodriguez and Lucien Bianchi (overall winner)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.42 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in September 2005, in Souillac, France

Ford's third victory at Le Mans was not the most joyful, as winner Lucien Bianchi learnt on the finishing line that his brother Mauro had been severely injured in the accident and subsequent fire of his Alpine. Another good die-cast by Ixo for Altaya, deserving a 13/20.









Model: Ford GT40
Event: 1969 Le Mans 24 Hours, driven by Jacky Ickx and Jackie Oliver (overall winner)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.18 of its Les monstres sacrés de l'endurance press series
Acquired: brand new, in May 2007, in Souillac, France

One of the most extraordinary race in the Sarthe: after Ickx started last in protest against the safety flaws induced by the typical Le Mans start, he and Oliver won the race after a final sprint run to the finishing line. This time, the switch to the slightly more refined Monstres sacrés series didn't bring much improvement over the previous car, hence an identical 13/20 rating.









Model: Ford GT
Year: c.2005
Maker: Yat Ming
Scale: 1/72
Distributed by: Road Signature, "Petite" series
Acquired: brand new, in April 2006, in Manila, Philippines

Very correct rendition, despite the small size. My rating is 14/20.

Volkswagen Typ 3 (1500 and 1600)

As per tradition, I’ll start with a warm welcome to our newest follower, Burnmay. Enjoy your stay here! :)

A little history

Fifteen years after the Beetle’s introduction, Volkswagen’s little car has never been so popular. After its native Germany, it had penetrated most European markets, then become the first widely successful import on American soil. Its replacement wasn’t seriously considered yet, but Volkswagen was already willing to diversify its range.

Using a large amount of parts taken from the Beetle and retaining its general layout, Volkswagen had actually created two models other than its original Typ 1. First of all was the Typ 2, also known as the “Kombi”, a cabover van available both as a utility or passenger vehicle, which had invented a whole new concept with a bright future awaiting it. Last to join Volkswagen’s range had been the Typ 14, better known as the elegant Karmann Ghia coupes and convertibles. As you would have noticed though, none of these additional vehicles were of the mainstream “family car” type.

Therefore, the Typ 3 was introduced as a “super-Beetle” of sorts in August 1961 during the Frankfurt motor show. The larger car (though its wheelbase was actually unchanged) gave up the antiquated round style of its smaller sibling and came as a pontoon-bodied, three-box car that nonetheless retained the rear air-cooled flat-four engine, though slightly enlarged to a 1.5-litre capacity. This engine also powered a brand-new Karmann Ghia Typ 34, a larger and more expensive coupe than the older Typ 14 which it didn’t replace, but simply backed up.

Though initially available as the sole “1500” two-door saloon, the Typ 3 was soon supplemented by new models. A “Variant” two-door estate was put on sale as early as 1962, while a fastback “TL” coupe followed in 1965. The initial engine being rated at a modest 45 bhp, a 1500 S variant with two carbs and 54 bhp was added in 1963 before a 1.6-litre engine, which induced a name change to “1600”, was introduced in 1965. A 1968 technical refinement was an electronic fuel injection system developed by Bosch, a novelty at the time for a popular car.

If you read carefully you noticed that I mentioned an estate version. Quite unusual for a rear-engined car, isn’t it? Volkswagen engineers made a wonderful job with the Typ 3, the boxer architecture of the engine and a revised air-cooling system allowing the very slim block to fit under the rear cargo compartment of all models, saloons and coupes included. This guaranteed an unusually large volume available for luggage and cargo, even if Volkswagen felt necessary to increase it further thanks to a 1970 facelift that saw the car’s nose greatly extended.

The Typ 3 proved successful, though without any possible comparison with the Beetle. The car was everywhere on German roads and was quite appreciated in America but, to be frank, I almost never saw any of them in France. Nevertheless, this was enough to justify a similar approach for Volkswagen’s next model, the slightly larger Typ 4, known as the “411”. Also available as a four-door, unlike the 1500/1600, the 411 was introduced in 1968, but the older Typ 3 remained in production. Both cars were finally withdrawn between 1973 and 1974, when they were replaced by the brand new Passat and, to some extent, the upper models of the Golf. These two new cars were water-cooled front-engine, front-wheel-drive saloons, the traditional Volkswagen architecture seeming more and more dated at the time. Despite this, models technically related to the Typ 3 and the Typ 4 continued to be produced by Volkswagen Brazilian’s subsidiary until 1980.

About the models

Model: Volkswagen 1600 TL
Year: 1966
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps
Acquired: brand new, in February 2008, in Manila, Philippines

A nice and accurate model. As usual, and as often mentioned here, the plastic wipers look too thick but the wheels fitted with hubcaps seem great to me. My rating is 13/20.





Model: Volkswagen 1600 Variant
Year: 1966
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps
Acquired: brand new, in February 2008, in Manila, Philippines

Equally good as the previous die-cast, though my copy seems very sensitive to corrosion (actually my fastback model has the same problem, which is unfortunately common with Minichamps models). I’ll give a 12/20 rating to this model.

Renault 16

A little history

Saying that the R16 was a milestone for Renault would be an understatement. Left without anything larger and more luxurious than its popular R4 and R8 since the Frégate’s departure, Renault was finally back in the family car’s segment. A state-of-the-art factory was built for the new R16 at Sandouville in Normandy, far away from the Billancourt main plant. Many innovations were incorporated into the R16, Renault claiming thousands of patents having been applied for its newest car. Above all, the R16 is often described as the first hatchback ever built.

Oddly enough this enduring claim is the most dubious. It’s certain that the R16 popularized this type of body, thus being possibly the first hatchback of modern era. It was also the first hatchback in the family car segment. Due to its silhouette, it can also be called the first liftback ever without causing much controversy. Nonetheless the oldest hatchback’s title could be claimed by several other contenders, including the Citroën Traction Avant and the Kaiser Vagabond. No need to mention that Renault itself already had a car in its range that was a hatchback, though often considered an estate: the R4. But anyway, all these considerations perhaps come to naught when it is realized that the very name “hatchback” wasn’t coined yet, and wouldn’t be for several years more.

A few days after New Year, 1965 the motoring press was invited to discover the new Renault. The least you can say is that it looked “different”. Its body featured rectangular headlights, a typical “beak” in the middle of its front grille, six side windows and, obviously, a rear door, adding practicality to the middle-range field, where up to then automobiles had been extremely conservative. The rear seats could be folded in order to create a spacious cargo area. The Renault 16 also distinguished itself by the high level of its equipment, a character it would retain throughout its life, introducing power windows in 1968, followed by an automatic gearbox in 1969 and central locking in 1973, all equipments that were virtually unknown at the time in a car of its price.

Initially offered as a lone 1.5-litre saloon, the Renault 16 sold extremely well, in France above all, but also throughout Europe and even in the United States. I admit that I didn’t fully measure the R16’s success before I arrived in the Philippines in 1995, and found that this was still a rather common sight in Manila’s streets back then. The R16 was also much praised by the press, receiving the coveted European Car of the Year award in 1966. A few new variants appeared over the years though. First of all was the 1.6-litre “TS” at the 1968 Geneva motor show. Despite its modest increase in displacement, the engine’s output jumped from a leisurely 59 hp to a potent 83 hp, allowing a 160 kph top speed. Demonstrating that the R16’s success wasn’t only due to its bold design, Lotus selected the TS engine to power its Europa coupe, and it was also fitted to the Alpine A110. Later in October 1973, Renault introduced the 16 TX, a well-appointed variant. Easily distinguishable by its four square headlights and rectangular rear lights, the TX proposed a 5-speed gearbox, power windows, optional air conditioning, a rear wiper, a rear spoiler, and the elegant “Gordini” wheels from the sportiest R12 and R17. Despite this last element and a new 1647cc, 93 hp engine, the TX was conceived with comfort rather than performances in mind. From 1974, a black plastic grille replaced the original chromed piece throughout the range.

In 1975, Renault introduced the R20/R30 range but, even though they carried over the R16’s concept, they proved unable to renew its success. As a consequence, the R16 was maintained in production while the R20 soon gave up its base 1.6-litre engine in order to limit the competition it gave to its senior. The 1978 R18, though smaller and more conventional, appeared as a worthier replacement to the R16, which finally retired in 1980, after more than 1.8 million had been built.

About the model

Despite the fact that the R16 is an important car, the word “model” remains here without a final “s”, though I also own a R16 TX by Norev, painted in typical “Borneo metallic green”, since childhood. Perhaps it would be good to unearth this model and possibly offer it a restoration one day. I also had a blue R16 in some kind of a hard rubber: I forgot the name of the maker of these then-popular models, which were surprisingly accurate and virtually indestructible – plus, they were in approximate 1/43 scale. That was one of the favourites in my collection until a wave much taller than all others swept it away during a day spent at the beach. I cried a lot for my lost toy… (As you can guess I wasn’t much old at the time…)

Model: Renault 16
Year: 1969
Maker: Norev
Scale: 1/43
Distributed by: Atlas as no.2 of its La caravane du Tour de France press series
Acquired: brand new, in February 2004, in Souillac, France

So, my only Renault 16 is this Tour de France press car (Europe 1 was and still is a major radio station in France). It is based on a model produced by Norev during the Nineties and discontinued years before Atlas released this collection. Also available were a “Radio Monte Carlo” car and a G7 taxi. This model is simple and reproduction is nothing more than correct: though the body is rather accurate, the passenger compartment suffers from its plastic-like appearance. My rating is 11/20.

Mercedes-Benz S-Class (W108 and W109)

A little history

Though the “Heckflosse” was maintained as Mercedes-Benz’ base model beyond 1965, its largest derivatives were replaced by a new 6-cylinder W108/109 range, better known as the S-Class. The new cars appeared in August 1965. Their main feature was their clean, elegant style signed by 31-year old designer Paul Bracq, who finally got rid off the embarrassing fins of their predecessors.

The W108 was, by far, the most popular model. In its original form (250 S), it was powered by a version of the trusted straight six, enlarged to 2.5 litres and good for 130 hp. Fitted with fuel injection (250 SE), the car was rated at 150 hp. Top-of-the-range model was a long wheelbase version, the W109, fitted with the old 3.0-litre six. Named the 300 SEL, this car suffered from only marginally better performances than the 250 SE while its fuel consumption was totally unacceptable, even by the time’s standards: around 18 litres per 100 kilometres on average. This problem was fortunately solved in 1967 when a brand-new 2.8-litre engine was introduced. Simultaneously, Mercedes-Benz added to its range a new car designed as an image-builder, the 300 SEL 6.3. Its name says it all: the German company dropped the 6.3-litre V8 of its 600 model, an engine which production facilities were largely underused, into the W109’s engine compartment. Though at first sight the abilities of the 300 SEL 6.3 don’t seem so extraordinary nowadays, it was then no less than the fastest production saloon in the world (220 kph), able to match most GTs on the drag strip (0-100 in 6.5 seconds). As a comparison, the large Mercedes-Benz, in which five passengers could enjoy such luxuries as leather seats, power windows and air suspension, could actually beat any road-going Porsche of the time in all respects.

The W108/W109 range was built until the end of 1972, when replaced by the new W116.

About the model

Model: Mercedes-Benz 300 SEL 6.3
Year: 1968
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 1,536 pieces
Acquired: brand new, in May 2006, in Manila, Philippines

Minichamps proposes a very interesting scale model of the famed 300 SEL 6.3. Details are excellent for a die-cast in this price range. Minichamps fits a Monaco plate to its model, aptly enough for such an expensive car. My rating is 16/20.