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.

Chrysler Sunbeam

A little history

In poor financial state during the Sixties, the Rootes group was taken over by Chrysler, eager to build for itself the same kind of global empire its main rival General Motors and Ford already had at their disposal. Alas, as we already discussed earlier, Chrysler was soon moribund itself. Furthermore, the American giant multiplied mistakes in its management of its European subsidiaries: throwing away the old Rootes nameplates to which the British drivers were attached in order to make space for the lone “Chrysler” name, sacrificing the traditional Rootes quality on the altar of cost... you can check here for a few additional idiocies perpetrated under American “direction”. By the mid-Seventies, with its coffers desperately empty, the former Rootes group’s production was limited to the old Imp, the old Hunter and the not-so-old-but-rapidly-becoming-older Avenger. See the picture?

Chrysler’s big shots got an idea to insufflate new life into the dying body of the old firm. They approached the British government and blackmailed it: if public funds would not support the company – in other words if the taxpayer’s money would not pay for the American management’s blunders – the factory would be simply closed. The economic circumstances were perhaps more problematic in Britain (and yet more in Scotland where the factory stood) than they were in the rest of the world at this time, so the government, eager not to send more people to the dole, signed the check. The financial effort was certainly a large one for the government, but was still insufficient to alleviate Chrysler’s disaster. If it allowed to introduce a new model, simply called the Chrysler Sunbeam, this car was nothing more than a stopgap.

The Sunbeam was a compact hatchback, only available with three doors. Though the body was brand new, under the skin virtually all components were carried over from previous models. The platform was a shortened version of the Avenger’s one, which meant rear-wheel-drive was retained at a time when most popular cars had turned to FWD. Surprisingly, it would have been easy to draw parts from Chrysler-Simca as Chrysler’s French subsidiary then had most of its models powered through the front wheels, though this wasn’t the company’s choice. Base engine was the small 900cc already provided by Coventry Climax for the Imp, and a larger 1.3-litre block.

The Chrysler Sunbeam was ready for the 1978 model year, a precious addition to a range from which the Imp and the Hunter were now absent. Despite its limitations (anaemic base engine, limited range, unpractical rear hatch) the new car appeared fresh enough to sell in decent numbers. Nonetheless it would probably be forgotten today if not for its performance versions. In early 1979, Chrysler applied the Volkswagen Golf’s methods and introduced a Sunbeam Ti, fitting into the small car a 100-hp, 1.6-litre engine lifted from the Avenger. An even more potent version of the Sunbeam was just a few weeks away: the Sunbeam Lotus. Chrysler had secured Lotus’ help to design a very special version of its car, aimed at rally racing. Lotus squeezed its own 2.2-litre engine, good for 150 hp under the bonnet.

As it turned out Chrysler would never see its Sunbeam race in rally racing. Before the development of the car was over the whole European subsidiaries were turned over to PSA. They were not even sold, considering their extremely poor state, but given instead, the only requirement for the French group being to shoulder their huge debts.

By mid-1979 Peugeot revived the old Talbot name in order to replace the Chrysler badge on all the products it inherited from the American company. The British models were condemned, though they were kept in production for the time being. Peugeot made good use of the Talbot Sunbeam Lotus, which after initial successes during the 1980 season went on to win the whole world championship for manufacturers in 1981 (Ari Vatanen got the driver’s title at the wheel of a Ford). Nonetheless the car was now in its very last year. All the remaining “genuine” British models, the Sunbeam and the Avenger, were removed from the range at the end of the 1981 model year. Production of the Sunbeam stood at 200,000, with about 2,200 of these being of the famed Lotus variant.

About the model

Model: Talbot Sunbeam Lotus
Year: 1981
Event: 1981 Rallye do Brasil, driven by Guy Fréquelin, navigator Jean Todt (finished 2nd overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.20 of its Voitures de Rallye de Collection press series
Acquired: brand new, in December 2004, in Souillac, France

A very average job from Ixo for Altaya. The all-red rear lights of this version are particularly annoying. I'll give a 9/20 to it, no more.

Simca 1300 to 1501

A little history

Changes had occurred so fast during the Fifties that by the early Sixties the Aronde, even under its modernized “P60” guise, was a car that both seemed old when looked at and felt old when driven. In May 1963, Simca finally unveiled its replacement, the 1300 and 1500 models which, due to the disappearance of the large Vedette V8, would serve as its top-of-the-range models.

The new cars were rather conservative on the inside, taking over most of their mechanical parts from the Aronde and Ariane, including the excellent 1.3-litre “Rush” engine, while the 1500 model received an equally good 1.5-litre four. Both engines provided excellent performance for the time. Power went to the rear wheel through a four-speed synchromech gearbox which lever was column-mounted. Rear axle was still rigid, and braking was through four drums. With the exception of its later front-wheel-drive, hatchback model the 1100, Simca has never been perceived as an innovative carmaker.

The main selling point of these cars was actually their style, often described as “Italian”: long horizontal lines, sharp angles, cleanness of the design. The new model helped Simca, which perhaps due to the fact that its origins were abroad was keener to launch an offensive against foreign markets, to become the major exporter of automobiles among the French industry, at a time when tariffs were being significantly reduced, boosting international trade.

The 1300 and 1500 models enjoyed a favourable reception from the public. In late 1964, Simca introduced a roomy estate version of the 1500, a body type which was extended to the 1300 at the end of the following year. A 1500 GLA version also joined the range, transmission on this model being through an automatic gearbox provided by Borg Warner – a rather unusual equipment on an European car at the time.

The Sixties proved as much hectic as the Fifties had been, and possibly even more. As soon as September 1966, the Simca 1300/1500 underwent a facelift so radical that it justified new names, the cars becoming the 1301 and 1501 from then on. The overall style became lighter thanks to elongated front and rear ends, both models gaining about 20 cm (8 in.) in length. Actually, this was so cleverly done that the cars appeared much newer than they actually were. For example, the extension at the front was made through a new bonnet, grille and bumper, but the wings remained unchanged.

In 1969 Simca launched a new 1501 Special, powered by a tuned version of the 1.5-litre engine. Success was such that in 1970, a 1301 Special followed and, starting in 1972, only Specials were produced. Also in 1969, the Rush engine inherited from the Aronde gave way to a new 1.3-litre block of similar displacement, but based on the more recent 1500 cc unit. Despite the arrival of the larger Chrysler C-Cars, the old 1301 and 1501 kept a strong following which justified their survival well into the Seventies. Actually, the larger 1501 was removed from the French market to give space to the new 160, which proved such a disaster that the old car had to be re-introduced after a two-year hiatus!

The very last 1301/1501s didn’t leave the factory before July 1975, Simca pilling up stocks of them in order to extend their availability throughout 1976. After the C-Cars’ utter failure, the ageing cars finally found a worthy successor in the 1307/1308 range, which clever hatchback design allowed to replace both the 1301/1501 saloon and estate with a single body type. During their long career, the Simcas had been produced in 1,350,000 copies.

About the models

Model: Simca 1300
Year: 1963
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.47 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in May 2006, in Souillac, France

Again, Ixo provided a very acceptable Simca 1300 to Altaya, though there’s nothing outstanding about it. The choice of maroon as its colour is clever as it was a common hue for the original car, along with a sort of light grey-blue. My rating is 13/20.









Model: Simca 1301 Special
Year: 1972
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.4 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

While unveiling its Simca series, Altaya had published pictures of such an ugly 1301 that I skipped this model when first released. Actually the production model has been so improved over the prototype that I had to find one afterwards, which wasn’t necessarily easy. I’m very happy with this fine model, all the more as my uncle drove the very same car, with the same choice of colour, for many years. Only the front end with the fog lights set in the grille could still be improved. In my opinion, good enough to be awarded a 13/20.

CG 1300

A little history

Chappe et Gessalin, otherwise known simply as “CG”, used to build bodies for DB, then Alpine in their little Brie-Comte-Robert factory. During the Sixties, they capitalized on their experience to try to emulate their former customer Alpine. Though their little sports car somewhat looks like an A110 up front, CG relied on Simca mechanical components, unlike the Renault ones used by rival Alpine. CGs were built until 1974, failing both on the road and on the track to equal their model, although their nimble car was a rather good one and is fondly remembered by Simca aficionados today.

(This car’s history will be expanded in due time, please be patient.)

About the model

Model: CG 1300
Year: 1973
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.7 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

Ixo didn’t only please the amateurs of original cars by offering them a CG die-cast, it also gave them quality. The rear lights look a little bit unrealistic and that's a pity, for the rest of the car is simply beautiful. My rating would be 13/20.

Chrysler 160 / 180 / 2 litres (C-Car)

A little history

By the late Sixties both Rootes in Great Britain and Simca in France were designing new top-of-the-range models. By 1970 both were also part of the Chrysler group, with the immediate effect that only one of their respective projects would proceed to the production stage. This gave the opportunity for their new American owners to discontent both the French and the British. The beautiful mock-ups that Bertone had made for Simca were scrapped, to be replaced by a Roy Axe design which seriously lacked personality. On the other hand, the V6 engine that had been studied in England and had gone as far as being heavily tested was also shelved, only modest four-bangers being retained for production. Furthermore, though the initial plan was to produce the car on both sides of the Channel, the British were virtually robbed of the car, which was ultimately built in Simca’s Poissy plant.

Typically the 160 and 180 models (their names reflecting the 1.6- and 1.8-litre capacities of their engines) were introduced at the Paris motor show in October 1970 – on the British market, the car would just be another import. Initial reactions from journalists were almost unanimous: too soft suspension and tricky handling, inglorious engines though precise steering. For the 1973 model year, Chrysler tried to add some prestige to the range with a “2 litres” variant, only forgetting when making vinyl roof and automatic transmission standard that the Europeans’ motoring taste somewhat differed from the Americans’. Adding such oddities to the car didn’t help, and the already poor sales continued to sink.

When the C-Car had been introduced in 1970, it was supposed to open a long and prosperous era of cooperation between European and American partners. In the end, it was the only locally-made vehicle ever to bear the Chrysler name in the Old World. By mid-1978, Chrysler was nearing a complete financial collapse. So you thought the present situation was never seen before? Well, back in the Seventies, Chrysler still had large assets around the world to get rid off in order to keep itself buoyant – nothing like this right now. Actually, the whole of its European operations didn’t bring so much cash: just one dollar, to be exact... That’s the purely symbolic price Peugeot accepted to pay to take over all of Chrysler factories in France, Great Britain and Spain – which came with huge debts to fill.

Never really developed by Chrysler, the C-Cars wouldn’t be more by Peugeot, which had its own 504s and 604s battling on the very same market, not mentioning the CX built by Citroën, a brand it had also taken over four years earlier. In 1979, the 160 became the 1609, while the 180 was renamed 1610, with little changes other than designations. A few more were built until early 1981, when the car retired at the term of a long but unhappy career. A modern and promising car, the Talbot Tagora, stepped in – deemed to a much shorter but equally miserable life than that of its predecessor…

About the model

Model: Chrysler 180
Year: 1974
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.51 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in May 2006, in Souillac, France

During the Seventies, the 180 certainly was a much bigger success for Majorette in 1/60 scale than it was for Chrysler in full scale. I had many of the former, which brought me to like the latter at an early age. It’s therefore a pleasure to own one today in 1/43. Though it’s far from being Ixo’s most beautiful rendition, it positively above par when compared to other offers by the Chinese company. I’d give a 13/20 to it. Please note that Altaya since then released the “2 litres” version in its Simca collection.

Talbot-Matra Murena

A little history

In 1980, some representatives from Matra presented to Peugeot, which had just taken control of Simca, the project they had developed as a replacement for their Rancho. This “P-18” was a much larger vehicle able to carry a whole family and its luggage. Peugeot, left penniless by the huge operation it had just carried out by taking over all of Chrysler’s European operations, refused to finance the project, though Matra was reassured that it would handle the production of the Bagheera’s successor, the Murena.

The Murena project had actually started in 1976. The new car was to correct all the mistakes of the Bagheera. The overall layout was to remain the same: that of a mid-engine, sporty-looking automobile fitted with three side-by-side seats. Equipped with a rather plain 1.3-litre Simca, the Bagheera didn’t deliver the performances its outstanding look promised. This time, the base engine would be a 1.6-litre block, with a 2.2-litre optional, the latter with several performance packs available. The PRV V6 was considered for a time, but unfortunately this didn’t materialize. Aerodynamics were perfected at length, extensive wind-tunnel testing allowing the Murena to be, with a Cx below 0.33, the sleekest of all the world’s mid-engine sportscars from its launch until the Eighties’ twilight. Another common complaint about the Bagheera turned on its tendency to rust. A new method of warm-galvanizing the entire chassis was put in place – the Murena was the first mass-produced car in the world to be applied such a treatment, and Matra was so certain that the problem had been solved that it offered a six-year warranty against corrosion to all buyers of a new Murena.

The new coupe was introduced in haste at the Paris motor show in October 1980, but sales were delayed until spring 1981, while some technical problems were being solved. Though the car’s design was stunning, its higher weight versus that of its predecessor reduced to nought the effects of the power increase. Handling and comfort were praised, but performances were still too limited for a coupe with such a high price tag – the Bagheera, at least, had been a relative inexpensive car…

Peugeot, which was then pruning its less profitable branches, denounced its agreement with Matra in July 1983. For a few months, the small manufacturer carried on alone. By December, the final Murena was built, the last of a series of only slightly more than ten thousands. Was Matra in trouble? On the contrary – its plant needed to recover its full capacity in order to start a new endeavour. The company’s future had just been secured, thanks to a contract signed with Renault, which terms awarded to the junior partner the construction of its resurrected P-18 project, sporting the famous diamond-shaped badge. Matra was building the car, but Renault needed to find the name: it chose Espace.

About the model

Model: Talbot-Matra Murena
Year: 1981
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.13 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

Despite a small price hike, newer Altaya models are certainly better bargains than the older ones. The simplified details of the models previously sold by the Spanish distributor have been replaced by die-casts which quality has never been closer to genuine Ixo than it is at present. Models from the Simca series are among those, and this Murena is certainly remarkable all around. The paint chosen was the most commonly seen on this car, adding to its realism. My only reserve could be brought by the rearview mirrors, which glass is still painted in silver, rather than reproduced by a reflective part glued in place. I'd give 13/20 to this model.

Simca 1100

A little history

In 1962, Simca decided to fill the gap between the small rear-engine 1000, then newly launched, and the mid-range 1300 that was still on the drawing boards. The new car was to be highly innovative, the French company deciding from the start on front wheel drive technology and a hatchback design. A transversal engine mount was soon opted for, too. The project rapidly moved forward, not even hampered by the takeover by American giant Chrysler.

Named after its displacement as its cousins were, the 1100 was launched with pump in Sardinia, in September 1967. Invited journalists endlessly praised the modern little car. On the following month, the French public had its first glance at the 1100, introduced during the Paris motor show.

The 1100 was a big success from the very start. Apart from the aforementioned technicalities that made it a very up-to-date automobile, the new Simca could be ordered with an optional semi-automatic gearbox by Ferodo, a rather uncommon feature on such a popular car at the time. Good handling inherent to front wheel drive was further enhanced by an independent suspension by torsion bars on all four wheels. Furthermore Simca offered a never-seen-before two-year warranty covering crucial elements like the engine and the transmission – keep in mind that at this time, and for many years to follow until imported Japanese cars proposed much longer warranties, most European cars couldn’t be returned to the dealership for free repairs after only six months spent on the roads.

Simca’s 1100 could be purchased initially as two- or four-door hatchbacks, but an estate was soon added to the range. A simplified version powered by a 950cc engine provided by the 1000 model was also introduced. By 1970, the 1100 already accounted for almost half of Simca’s total production, a large share of it being exported. Two years later, it became the number one vehicle on the French market.

Two major developments took place in model year 1972 and 1974, respectively. First of all, a Simca 1100 Special was introduced. Its new 1.3-litre engine fitted with a twin-barrel Weber carburettor was rated at 75 hp, at the time giving excellent top speed and acceleration for a car of its price and size. Two years later, an even more performance-oriented version joined the range, the TI. It received an engine rather similar to the Special’s one, but now fed by two carburettors. Actually the block was not derived from the Special, but was a slightly detuned version of the Matra Bagheera’s one – nothing less. With 82 hp, front and rear spoilers, larger disk brakes, wider alloy wheels, and heavy-duty suspension and clutch, the TI really meant business. As a high-performance compact car, it stood unopposed: the Golf GTI, which claims to have created a new market all by itself, is actually the junior of Simca’s rocket by two full years. Even better, it is whispered that Volkswagen had a long glance at the 1100 before it created its bestseller the Golf.

Still sold in big volumes a whole decade after it had been introduced, the 1100 didn’t bow out after the similarly sized Horizon was introduced for 1978. Its range was somewhat simplified, now concentrating on the original 1.1-litre models and the TI, but overall its design was still considered very much alive by the late Seventies.

It has to be mentioned here that during this period, an interesting vehicle designed on the 1100 platform was introduced by Matra: the Rancho, a sport-utility vehicle that was probably too much ahead of its time – the market for such a car still didn’t exist yet. There’ll be more about the Rancho in a later post, so let’s return to our story.

As said above, Simca’s new owner Chrysler was a giant – but a Goliath-style one. Brought down by the combined effects of questionable management, global over-expansion due a relentless (and probably quite brainless) competition with General Motors and Ford on foreign markets, and the oil crisis, the Detroit firm tumbled down during the Seventies. Raising cash was a matter of survival – all of Chrysler’s foreign assets were therefore sold. A single batch was made from all of the company’s European possessions, which included Simca in France, the former Rootes combine in Great Britain, and Chrysler’s Spanish plant which was building Simcas and Dodge Darts for the local market. Peugeot grabbed this unique opportunity for rapid expansion. Overnight the PSA group, which now controlled no less than three out of the four most important auto makers from France, became one of Europe’s major players. On July 10, 1979 Simca’s new owner announced that the glorious name Talbot would be revived for it. The change became effective on New Year’s day, 1980.

The 1100 was undoubtedly an old car by then, but still had its faithful fans. Now named Talbot-Simca 1100, the passenger-car range was maintained in the company’s catalogue until the end of the 1981 model year. Was it the 1100’s last breath? Not quite so.

Using the 1100’s platform, Simca had developed a nimble panel van during the Seventies, dubbed the 1100 VF1 in standard guise, or VF2 and VF3 with raised roofs. The newer Horizon never gave birth to any replacement for them, so these commercial derivatives had to carry on for a few more years. Their production was finally stopped early in 1985, shortly before Talbot’s production was cancelled altogether. Almost 2.2 millions of all 1100 models had been built over the previous eighteen years – this suffices to demonstrate that, better than any other of its products, the car had represented Simca’s finest hour.

An additional note

Do you remember this old American TV series named Mannix? It was innovative in at least two ways: first, private detective Joe Mannix’s secretary, a rather important character in the story, was a black lady – black actors and actresses lucky enough to find work in Hollywood had been, up to the late Sixties, always cast as drivers and maids, respectively. Second, this secretary drove a Simca 1204, the American version of the 1100, even before the oil crisis made imported subcompact cars a common sight on American roads. Nevertheless the 1204 wasn’t a big hit over the Atlantic. As a sign of things to come, Chrysler was much more successful in rebadging Japanese-built Mitsubishis as Colts.

About the models

Model: Simca 1100
Year: 1968
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.13 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in July 2004, in France

Ixo’s modelling of the Simca 1100 is the very expression of the Chinese maker’s regular disregard for its customers. Not that its die-cast’s appearance is botched – it could have even been a fine model. Unfortunately it seems that its design didn’t take more than twenty minutes to a lone guy studying two or three pages of information about the real thing. As a result, such a car as Ixo’s simply never existed in 1:1 scale.

Indeed, the car is supposed to represent the 1100 as it looked like when launched. If being the only mistake, the fact that the badges’ style doesn’t fit could be excused. Unfortunately Ixo’s errors don’t stop here. The rear lights are of the much recent, wide model. If you aren’t familiar with the 1100, just compare with the pictures of the Norev model down to understand what if mean: originally the car’s rear lights were narrow strips that only evolved into wide rectangles much later. As far as I know, the very first 1100 to benefit from standard reverse lights was the 1972 Special, and then, it was a lone separate light fixed under the bumper, not a part of the combined lights – Ixo has it all off beam. Up front, wrongly applied orange paint seems to indicate that the turn signals are placed under the front bumper. In real life, these were the fog lights that, again, only appeared on later cars. The turn signals were placed above the bumper, and under the grille – again, look at the Norev – but Ixo doesn’t seem to have noticed. On the inside, the seats feature headrests – unknown on popular cars back in 1968. The same remark also applies to the right-side rear-view mirror. In addition, the wheels made from a very bright silver plastic simply look fake and devoid of any volume. This pitiful model deserves no more than 5/20 – better not to think it over and realize that I still have been too generous.





Model: Simca 1100
Year: 1968
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.69 of its Taxis du Monde press series
Acquired: brand new, in December 2004, in Souillac, France

Same base as the previous model, same unacceptable problems for this supposed taxi from Tahiti in French Polynesia. Even worse: until a recent time French taxis generally had their front headrests removed for the driver’s convenience, so having them reproduced on this die-cast is even less acceptable. “SIMCA” badges now appear on both front wings – I cannot find any picture of the real car featuring them. On the other hand the wheels, this time made in flat grey and pierced with more realistic holes, are somewhat superior, while the rear lights have been painted in a different pattern and, though still wrong, look somewhat better. All in all better and worse equal each other so I'll again give a 5/20 to this model.







Model: Simca 1100 GLS
Year: 1973
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.9 of its Police et Gendarmerie press series
Acquired: second hand without stand or box, in April 2007, in Brive, France

Norev’s rendition of a French police Simca 1100 is an old model – and it sees. Narrow tyres, windshield wipers moulded with the windshield, thick radio antenna, poorly-fitting opening rear hatch betray its age. The only badge that has been reproduced (rather correctly) is the rear one. I won’t address the same remark as I did about Ixo’s models about the twin mirrors, as it was possibly standard, if not on passenger cars, at least on police cars of the time – furthermore Norev doesn’t venture into giving a date for this press release model, even if its regular range equivalent, ref. 570605, much more expensive and only marginally better, is presented as a 1973 model. Though well below today’s standard of refinement, this model is sympathetic enough to be given an 8/20 rating despite its shortcomings.