Citroën Activa

A little history

By the Eighties, Citroën had felt into some sort of lethargy. Apart from some “real” twin-chevron models, the BX and the ageing 2CV and CX, production now comprised a large share of cars that were either rebadged Peugeots or closely related to vehicles from the Sochaux company. Still, Citroën was bold enough to present two concept cars within two years, and therefore was able to demonstrate that its traditional spirit of innovation was not totally gone.

The first one was the Activa, presented during the 1988 Paris motor show. A striking pilarless four-door saloon (with “suicide” rear doors) penned by Dan Abramson, the Activa prominently featured a complex suspension system. Based on Citroën’s customary hydropneumatic suspension, it was controlled by a “Regamo” electronic system and called “Hydractive”. It succeeded in eliminating the important roll in fast turns that had been demonstrated by all hydropneumatic-equipped Citroëns since the DS and, furthermore, it could adjust the car’s handling by changing ride height and damping depending on the way the Activa was driven. Citroën didn’t only focus on suspension, though: its Activa enjoyed a fighter jet-inspired “head-up” holographic data display, four steerable wheels that allowed for a very tight turning radius and sideway parking, and a full-time four-wheel-drive transmission through a four-speed automatic gearbox. Even the seemingly conventional devices received loads of electronics. Its engine, a 3.0-litre V6 rated at 220 hp, looks rather conventional in comparison. Among all of these new systems, the Hydractive suspension proved the most successful one, as no later than the following year it found its way into the new Citroën XM.

Two years after the first Activa, Citroën unveiled the XM-based Activa 2 coupe, again during the Paris motor show. The Hydractive suspension and 3.0-litre engine (now limited to 200 hp) were carried over from its predecessor, while the centre console received an advanced electronic navigation system that was ahead of its time. Yet, the Activa 2 was a much more reasonable car overall, for Citroën seriously considered its production as an heir to the famed SM. In the end, PSA management deemed its manufacture too risky, Citroën lacking the image necessary to sell a car that would have competed with well-established German brands. For the anecdote, the body of the Activa 2 is often but erroneously thought to be from Bertone: as its creditor, Citroën had indeed the Italian company settling part of its debts by building the car, but its involvement stopped here – the design of the Activa 2 was an in-house job, its lines having been drawn once again by Dan Abramson.

Though the Activas did not beget any production vehicle, the name was later applied to the active suspension system available on a variant of the Citroën Xantia.

About the model

Model: Citroën Activa 2
Year: 1990
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.66 of its Passion Citroën press series
Acquired: new with neither box nor stand (probably a production overrun or quality control reject), in February 2007, in Hong Kong, S.A.R.

Universal Hobbies offered a pretty model of the Activa 2 through Atlas’ press series (the Activa 1 was also released, but I don’t have it yet). My rating is 14/20. Note that I hadn’t glue the side mirrors into place when I took these pictures. By the way, I just noticed they’re way too dark! I’ll replace them as soon as I put my hands again on this model.

Citroën Méhari

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

A little history

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

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

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

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

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

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

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

About the models

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

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









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

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







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

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

Citroën 8 to 15CV “Rosalie”

Welcome to our new followers: Resti, Resti (apparently his twin brother :lol:), Pablo, Rikardo Matos (I like your Michel Vaillant avatar very much), and Conry43 (who makes no mystery of his/her favourite scale). Enjoy your stay here, and don’t hesitate to post comments!

A little history

Citroën replaced its C4/C6 range with a brand new car in 1932. Though officially named – rather plainly – 8, 10 or 15CV, denoting the fiscal ratings of its three variants, the new model was christened “Rosalie” by the public, after a successful Citroën record car of the time. The name is still attached to the range.

Once again Citroën came up with a relatively conventional automobile, but highly rationalized mass-production allowed the company to offer as standard equipment refinements that were unavailable from its main rivals. The Rosalie’s main novelty over its predecessor was its synchromesh gearbox on the two upper gears.

The C4/C6’s engines (1.8-litre four and 2.7-litre six, respectively) were carried over to power the 10 and 15CV, receiving only minor improvements in order to boost outputs through slight RPM increases. On the other hand, the 8CV enjoyed a completely new design, a 1.5-litre four that proposed poor performances, but extremely good reliability, an attractive combination for the cheapest model in the range. After being introduced during the C4/C6’s existence, “floating power”, a Chrysler patent, was also back. This technology allowed to limit the vibrations transmitted to the car’s structure by the engine, by installing the latter on rubber mounts rather than directly bolting it onto the chassis, as the practice had been since the birth of automobiles. Another element favouring superior comfort were the new Pullman seats, offered on all Rosalies.

The car appeared in a wide variety of models and bodies in 1932, but was already modernized by 1934, becoming the NH (for Nouvel Habillage, literally “new dressing”). The most obvious improvement of the NH was its slight streamlining, more fashionable than really efficient. Citroën’s new designer, Flaminio Bertoni, gave a modest slant to the Rosalie’s front grille and windshield. Actually, the biggest improvement was invisible: a brand new independent front suspension through torsion bars.

This new suspension arrangement, though it did a lot to perfect the car’s handling, was paradoxically announcing the coming end of its career, as the system was actually tested for Citroën’s revolutionary automobile, the Traction Avant. Its introduction a few months later should have tolled the knell of the suddenly-wrinkled Rosalie. As it turned out, it didn’t.

Despite being Europe’s largest automobile manufacturer and an apparent success, Citroën was near-bankrupt, ruined by its incessant innovations and the extremely high costs of retooling for each new model – ironically, Citroën’s rivals using much more traditional building techniques than the company’s Ford-inspired methods didn’t have to shoulder such a burden. André Citroën lost control of the factory he had created to Michelin, the tyre manufacturer. Citroën’s new owners were not willing to gamble the company’s future on a single model. Rushed into production, early Traction Avants indeed proved insufficiently developed and troublesome for their not-so-happy owners. Therefore, a reassuring line of Rosalies was kept in Citroën’s range. Though reduced in size, this more traditional offer continued to enjoy a large success until 1938. By then, the Traction Avant had been perfected and its sales were peaking out, so the continuation of its predecessor had become pointless.

About the models

Model: Citroën 8CV “Rosalie”
Year: 1933
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.7 of its Passion Citroën press series
Acquired: brand new, in December 2004, in Souillac, France

Universal Hobbies once again designed a fine model for Atlas’ dedicated series of Citroëns, but unfortunately workmanship is not worthy of this effort. My rating is 10/20.





Model: Citroën C4-8 “Rosalie” 500 kg
Year: 1934
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.36 of its Véhicules postaux d'hier et d'aujourd'hui press series
Acquired: brand new, in July 2006, in Souillac, France

The Rosalie range also included trucks, but they retained the C4 name. Note that a diesel engine was even experimented at the time, though it wasn’t put on sale.

This postal Rosalie is from a different press release, but has to be credited to the same manufacturer and the same distributor as the previous model. Overall quality is better here, so let’s give a 13/20 to this die-cast.

Renault 12

A little history

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

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

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

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

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

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

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

About the models

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

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









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

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







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

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

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





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

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

Citroën C4 and C6

A little history

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

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

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

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

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

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

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

About the models

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

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







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

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







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

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

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.

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.