Ford Escort (1980-1990)

A little history

Following the successes encountered by the first two generations of Escorts, Ford carefully prepared a new car that would be up to its predecessors. It was finally unveiled in September 1980 in the form of a modern and compact automobile, which broke away from its conservative forerunners by adopting front-wheel-drive, all-independent suspension and hatchback bodies. While the smaller 1.1-litre four was carried over, the larger 1.3- and 1.6-litre units were freshly designed. Though a Ford Escort was simultaneously launched as a subcompact in the United States, this was essentially a different vehicle sharing not much more than a name with the Escort intended for the European market.

Production started in both Ford’s German and British plants and, despite some early critics regarding the car’s handling, the new Escort soon proved worth its name by enjoying a sizeable success. Well built and elegant, the Escort also offered a wide range of models, which ran from a plain 1100cc two-door model up to the luxurious Ghia or the sporty XR3. New choices were progressively introduced, such as a diesel engine, or estate and convertible versions.

This initial third-generation Escort lasted until spring 1986, when the car received a slight facelift. Mostly noticeable from the front, it included a smaller grille set below a smoothened nose. This update allowed the car to linger until the end of model year 1990, when it was replaced by a brand new Escort.

About the models

Model: Ford Escort 1.3 GL
Year: 1982
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.95 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in December 2007, in Souillac, France

This is again one of these late additions to this Altaya series that were adapted from the distributors’ Spanish equivalent collection, but have not much to do with the original concept of the French series. This said, what is this model worth? Rather well proportioned, but a little too heavy-looking perhaps, it enjoys nice three-colour lights at the back - earlier Altayas were not this well treated. My rating is 12/20.









Model: Ford Escort XR3
Year: c.1983
Maker: Bburago
Scale: 1/24
Distributed by: Bburago
Acquired: second hand with neither box nor stand, in December 2011, in Brive, France

This is an early and now long discontinued model from Bburago. That sums it all: while the accuracy of some more recent models from the Italian manufacturer is sometimes doubtful, this particular die-cast is definitely toy-like in appearance. Unrealistic wheels, simplified cockpit (or should I say “passenger compartment” for there is nothing specific to differentiate this version from a road car?), absence of separate rear lights and fantasy decoration are all on the menu: 7/20.

Lamborghini Diablo

A little history

In 1985, Lamborghini decided to replace its most iconic automobile, the Countach. Temporarily dubbed Project 132, the new car was to reach 315 kph, establishing itself as one of the fastest cars in the world. On the outside, penning its body was entrusted once again to famed designer Marcello Gandini, to whom had been credited most Lamborghini designs up to then. Alas, development was slowed down by Lamborghini’s serious lack of funds. Having narrowly escaped a bankruptcy, the Sant’Agata company was still in poor shape by the Eighties. Then, Chrysler entered the stage. The American giant too had closely avoided its ruin, turning the tides around 1980 with successful vehicles such as the L-platform cars (Plymouth Horizon and Dodge Omni) then the K-Cars (Plymouth Reliant and Dodge Aries). Though it had just sold its many branches overseas, it was willing to add a little prestige to its name by investing the cash it had lacked for so many years into the purchase of a reputed European auto maker.

Lamborghini’s takeover took place in 1987, and though the Italian company lost its independence in the process, it insured that it would have sufficient budget to complete its Project 132. This was achieved, but not without having Chrysler’s management interfere with the car’s development. Marcello Gandini’s radically angular body displeased the American executives, so Chrysler’s designers drew a heavily modified body for the car, which ended up being much more curved and rounded than intended. Dismayed, Gandini left with his drawings and put them to good use to create the Cizeta-Moroder V16T.

The new Lamborghini finally appeared in January 1990 at the Detroit motor show, under the name Diablo. Though its engine was the well-known 5.7-litre V12, this time rated at 492 hp, the car exceeded its initial goal and could reach an impressive 325+ kph. Compared to the departing Countach, the Diablo was also designed to be a much more comfortable GT and not solely a performance-oriented machine, so it came with a long list of optional equipments, though the base model remained relatively spartan.

The early Nineties were a time of severe competition in the supercars field, with many projects from both established companies and newcomers. Lamborghini could not afford to wait too long to update its Diablo, which was done in 1993 with the introduction of the VT. The new variant enjoyed an all-wheel-drive transmission which was based on the experience gleaned from the LM002 off-road vehicle, a new suspension, improved brakes, a new dashboard and a wide array of minor modifications. The car came standard with air-conditioning but, surprisingly, still had to wait for an ABS system.

The Lamborghini Diablo’s range was widely augmented during 1995. The year saw the introduction of a long-awaited VT Roadster, and a new version fitted with a conventional rear-wheel-drive transmission, the SV. Finally, after Chrysler sold Lamborghini to the VAG group, the Diablo was facelifted, receiving a front end treatment that was somewhat reminiscent of the Bugatti EB110, ironically another Marcello Gandini creation. It also gained a V12 engine enlarged to 6.0-litre and good for 550 hp, and a modified all-wheel-drive transmission… which wasn’t necessarily an improvement over the previous version. Under this latest guise, the Diablo was produced until 2001, when it was succeeded by the Lamborghini Murciélago.

About the model

Model: Lamborghini Diablo
Year: 1990
Maker: Maisto
Scale: 1/18
Distributed by: Maisto
Acquired: second hand with neither box nor stand, in April 2007, in Brive, France

This is a correct yet inexpensive model of the Diablo. Nothing extraordinary about it, and furthermore the thick plastic-made harnesses fitted to the seats somewhat spoil the passenger compartment, but still worth a 13/20 rating.











Model: Lamborghini Diablo
Year: 1990
Maker: Bburago
Scale: 1/24
Distributed by: Bburago
Acquired: second hand with neither box nor stand, in April 2007, in Brive, France

This die-cast is simple, even toy-ish perhaps, but correct enough and extremely cheap. Bburago has always had a problem with the width of its tyres, which the Italian brand represents much too wide, but it’s obviously not really an issue with this particular model. My rating is 10/20.







Model: Lamborghini Diablo VT
Year: 1993
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.

Del Prado has offered a surprisingly agreeable model of the Diablo – this cannot be said of all die-casts proposed by the Italian distributor. This effort is certainly worth 12/20.

Schlesser Buggy

A little history

A nephew of the unfortunate Jo Schlesser, who was killed during his very first Formula One Grand Prix, Jean-Louis Schlesser made himself known first on racing tracks. As his uncle, he even appeared in Formula One at a rather ripe old age, making himself famous during the only race he actually started (the 1988 Italian Grand Prix) for a mishap with race leader Ayrton Senna. Schlesser was much more successful in endurance racing, where he clinched two world championships in 1989 end 1990.

Nonetheless Schlesser had already had an attempt in the Paris-Dakar race by then. From 1989 he became a regular competitor and, after giving up his race tracks activities, decided to compete with his very own machine starting in 1992.

Schlesser didn’t make things easy for himself, choosing to build a buggy. This type of cars had often been entered in the Dakar in the past, but all attempts had ended in complete failure. The pilot-constructor’s original approach was to design a vehicle which light weight would allow being competitive with no more than a two-wheel-drive transmission. Furthermore, Schlesser would be alone on board, assuming the functions of both the pilot and navigator (he would later revert to a more traditional division of tasks). Though he was able to record some early wins in a few rally-raids, his regular entries in the extremely difficult Paris-Dakar were, for several years, said to be courageous but doomed to failure.

His first major success came in 1998, when his regularity brought him a world title in rally-raid racing – he would retain the crown until 2002. A victory in the Dakar finally stopped eluding him in 1999. The bold approach of the stubborn Schlesser had finally paid off and, even better, the Frenchman would renew his victory in 2000.

Today, Jean-Louis Schlesser’s little team is still active in rally-raids, though its heydays seem over. Actually, after being powered by Porsche (1992-94) and Seat (1995-96), the buggy’s brighter days date back to the cooperation with Renault (1997-2002), which PRV V6 was both powerful and reliable. After a switch to Ford engines in 2003, results significantly dropped and, furthermore, an apparent partiality of the FIA towards large, money-laden factory teams at the expense of the smaller outfits played against Schlesser.

About the models

We could have so many more models if the little game between die-cast manufacturers wasn’t to copy each others!

Model: Schlesser Mégane Buggy
Year: 2000
Event: 2000 Paris-Dakar Rally, driven by Jean-Louis Schlesser, navigator Henri Magne (overall winners)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.31 of its 100 Ans de Sport Automobile press series
Acquired: second hand with stand but without box, in December 2008, in Brive, France

Altaya distributed this Ixo-made model a few years ago through one of its early series. Competition was scarce back then and standards of quality were therefore low, so this die-cast could seem a little crude by today’s standards. My rating is 11/20.







Model: Schlesser Mégane Buggy
Year: 2000
Event: 2000 Paris-Dakar Rally, driven by Jean-Louis Schlesser, navigator Henri Magne (overall winners)
Maker: Norev
Scale: 1/43
Distributed by: M6 as no.11 of its La Légende du Paris-Dakar press series
Acquired: brand new, in June 2006, in Souillac, France

When M6 started its own “Dakar” collection, imitating De Agostini which had already done the same on the Italian market, several of the models provided by Norev were similar to the ones already sold by Altaya (we’ll see some others in later posts). Though roughly identical, they enjoy a few improvements here and there, justifying a slightly higher 13/20.











Model: Schlesser Mégane Buggy
Year: 2000
Event: 2000 Paris-Dakar Rally, driven by Jean-Louis Schlesser, navigator Henri Magne (overall winners)
Maker: Bburago
Scale: 1/26
Distributed by: Bburago
Acquired: second hand with neither stand nor box, in December 2011, in Brive, France

A simple but sympathetic model of this car at a larger scale. My rating is 11/20.

Bugatti EB110

A little history

After Italian businessman Romano Artioli bought the right to the Bugatti name in 1987, the company was revived in Modena at the end of 1991. Though it would have obviously been unconceivable that a late-20th century sports car would be fitted with the traditional Bugatti rigid front axle as a hint to a glorious past, the new EB110 was nothing more than a brand new GT with an old and prestigious name attached to it. This doesn’t mean the car was a bad one – very far from that. Introduced in Paris on September 15, 1991, the exact day of Ettore Bugatti’s 110th birth anniversary – hence the name – the EB110 was advertised as the most technologically advanced GT in the world and, with its 3.5-litre V12 fitted with four turbochargers, providing 542 hp to drive the four wheels through a six-speed gearbox, the claim was probably true. On top of a carbon fibre chassis designed by aeronautical company Aérospatiale was placed a striking body penned by the famed Marcello Gandini. In 1992, an even faster EB110, the “SS” variant, was introduced. With almost 600 hp, the lightened SS could flirt with the 350 kph mark, and accelerated from 0 to 100 kph in a stunning 3.2 seconds.

The EB110 was launched with fanfare and, despite a lofty price tag (up to 350,000 dollars), at first generated enough orders to justify Artioli’s grand dreams. By the end of 1993, a four-door prototype, the EB112, had been presented. Furthermore, famous British manufacturer Lotus had been acquired from General Motors through one of Artioli’s holding companies. Alas, this activity just concealed Bugatti’s poor financial health. Recession on the EB110’s most important markets pulled the sales down. In September 1995, bankrupt Bugatti Automobili SpA was liquidated.

About the model

Considering Bburago’s traditional disdain for details, its EB110 is rather nice. Though the absence of door windows is noticeable, the overall shapes of the car are well rendered. Even reduced twenty-four times in size, the car’s lines are still remarkable – Gandini never lost his flair since the Miura! A permanent concern, Bburago’s tyres are always too wide – no problem here, as the original EB110’s rubbers are themselves gigantic. Doors and engine compartment can be opened, and front wheels can be steered. On the other hand, the cockpit is Bburago’s usual collection of thick dark plastic parts, very toy-ish in appearance – better keep your eyes on the outside. My rating is 12/20.

Model: Bugatti EB110
Year: 1991
Maker: Bburago
Scale: 1/24
Distributed by: Bburago, "Bijoux Collection" series
Acquired: brand new, in April 2003, in Brive, France