Toyota Publica

A little history

As the Americans had had the Ford Model T, and the Germans had the Volkswagen Beetle, the Japanese, not so long after emerging from a disastrous conflict, decided to create the car that would put their country on wheels. In 1955, the Japanese government published the requirements for such a vehicle, which had to be light and economical, yet demonstrate decent performance and good reliability, and obviously remain affordable. Quite a challenge!

In spite of the difficulties, Toyota’s engineers felt up to the task. Initially, they took their inspiration from another successful popular car of the era, the Citroën 2CV. They built a prototype fitted with a transmission to the front wheels but, without any experience in this field, the car proved a failure and it was decided to revert to a more reasonable rear-wheel-drive. Nevertheless, the car was to have an air-cooled, opposed twin engine, as its model. Displacement was 700 cc for an output of 28 hp, allowing the car to reach 110 kph. But unlike the 2CV, the little Toyota was to be a modern-looking notchback, with two doors and seating for four passengers. Production of this vehicle finally started in June 1961 after it had been christened “Publica”, a name chosen to denote its supposed impact on the Japanese masses. Alas, things went somewhat awry, at least at first.

Toyota had supposed the average Japanese were eagerly awaiting their Publica, but rapidly had to admit that it simply didn’t sell. The blame was put on the lack of equipment – by the early Sixties, in a more prosperous Japan than it used to be a few years before, most customers were looking for a car that was less spartan. They finally found it when Toyota unveiled a superior Deluxe version. The Publica had just met its public, at last.

In 1966, the Publica was thoroughly updated. Most obvious was its new front end, longer and more elegant, but other tiny modifications had been made all around the body. Its engine was enlarged to 800c and 36 hp, or even 45 hp in the new convertible version. Sales continued to be strong, but customers were slowly turning to newer, more sophisticated small cars. When production of the initial Publica was stopped in April 1969, the car that succeeded it bore the same name, but was a totally different automobile, based on the Corolla’s shortened platform.

About the model

Model: Toyota Publica
Year: 1961
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro “Oldies”
Acquired: brand new, in September 2006, Manila, Philippines

Perhaps not Ebbro’s best model, but still very acceptable. I experienced some trouble with the door handles that were getting loose. My rating is 13/20.





Model: Toyota Publica
Year: 1961
Maker: Norev
Scale: 1/43
Distributed by: Hachette Fujingaho as no.28 of its Japanese Car Collection press series
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

In addition to the Ebbro mentioned above, I used to have a Norev version of the same car, that I sold since then (sorry, I never thought of taking pictures before!). A simpler model, it nonetheless respected the proportions and dimensions of the Publica. Paint was a surprising, yet original kind of orange.

Honda Accord (from 2002 on)

A little history

One of the most iconic cars to ever bear the Honda name, the Accord has been part of the Japanese constructor’s range since 1976. By the early Nineties, global success brought a determining split between the European and American Accords. Honda started production in Swindon, United Kingdom of an Accord that was definitely dissimilar from its counterpart sold in Japan and North America. To make thinks even more complicated, another split saw the next generation of the car being different on the American and Japanese markets… This confused situation lasted until September 2002, when the seventh-generation Accord was launched. The Swindon factory halted production of the model, and all Accords sold in Europe were made in Japan. On the other hand, the American model produced in Ohio continued to be distinct, and grew slightly bigger.

The Japanese Accord (also called Accord Euro) was available as a four-door saloon and a striking estate. Base engine was a 2.0-litre four, from which a potent 220 hp version was developed as the Euro-R, a variant that was carried over from the previous model. V6 engines remained unavailable in a car that was designed with the middle class in mind.

The American Accord didn’t see a station wagon version, but a two-door coupe, based on the shorter chassis, supplemented the four-door sedan. Standard engine was the very same 2.4-litre four that topped the Japanese and European engine ranges, while American buyers had the possibility of fitting a V6 displacing three litres under their bonnets.

In short, both Accords were willing to answer the requirements of the same markets, that of middle-class families looking for an upper mid-range saloon, though this identical need requested a larger car in America than in the rest of the world.

So I said that the introduction of the new Accord in 2002 simplified things... Well, not fully, as both cars were sold on the main market of their counterparts. That is, the Accord Euro became available on the American soil in 2004, but rebadged as the Acura TSX. The other way around, the American Accord was sold as the plush, V6-powered Honda Inspire in Japan from June 2003.

A new Accord, the eighth generation, was put on sale in December 2007, Honda retaining the U.S./Japan differentiation. Though its design is roughly similar, it is more radically edged and, consequently, more aggressive. The American version grew larger than ever, gaining a whopping ten centimetres in length and receiving a larger 3.5-litre V6 as its optional block. Though a station wagon Accord is still not available in North America, a crossover known as the Crosstour has been added at the end of 2009.

About the models

Model: Honda Accord Tourer
Year: 2003
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, “Hot!” series ref. 433
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

A superb model by Ebbro. I promise that I tried hard, but failed to find anything to reproach to this die-cast. It’s a well-deserved 16/20.





Model: Honda Inspire V6
Year: 2003
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, “Hot!” series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Ebbro proposes an Inspire that is almost equally seductive: 15/20.

Honda Integra

A little history

With the Integra freshly removed from Honda’s range, it is time to wonder what will be remembered of this car. For most, the Integra was a sporty coupe but, squeezed between the Civic and the Accord, it actually enjoyed a full line-up for most of its existence, which spanned three decades.

True enough, the well-known three-door hatchback was the first to be introduced in February 1985, and also the very last to disappear, but from October 1985 it also existed as a five-door hatchback and, starting in October 1986, as a plain four-door saloon. The existence of this latter model was justified by the simultaneous introduction of the Integra, rebadged as an Acura, on the North American market. On the technical side, the Integra was a standard mid-range car of the era, powered by a 1.6-litre four driving the front wheels. The car’s boldest feature was its pop-up headlights, which were for a short while a trademark of all Honda vehicles.

The first-generation Integra sold well enough, particularly in America, to substantiate the continuation of the nameplate when, in April 1989, its replacement was introduced. Once again, the three-door hatchback appeared first, closely followed by the four-door saloon in May. The five-door was discontinued at this point. With the disappearance of the pop-up lights, the new Integra looked rather plain, but developed a sporty image thanks to its potent engines – a 160 hp now topped Honda’s offer.

Following a now well-known scenario, the third-generation Integra coupe was introduced in May 1993, while the four-door saloon had to wait until July. Japanese buyers were somewhat disturbed by the car’s look, and most particularly by its four small, round headlights. A rapid facelift (September 1995) solved the problem by giving the Integra a very classical front end, while on export markets, the car remained unchanged as its design hadn’t brought the same controversy as on its home market. Yet more performance was offered by the third-generation, which proposed several engines up to a 180hp, 1.8-litre four when introduced, and a real-time four-wheel-drive transmission. The model that would put the Integra name on the automotive map finally appeared in August 1995: this was the Type R, usually sold as a coupe, though a saloon was also available, powered by a specially-tuned fuel-injected 1.6-litre engine. Equipments such as stiffer suspensions, more efficient brakes, a close-ratio five-speed gearbox and Recaro seats of the Type R unmistakeably gave a very different character to the Integra.

The muscular image thus gained by the Integra after the Type R was released probably played a lot when the fourth-generation of the car was introduced in July 2001: in the midst of a range rationalization, Honda dropped the saloon and concentrated on the sole coupe, which was also an indirect replacement for the departed Prelude. By replacing two coupes by a single model, Honda had also taken notes of the progressive decline of the coupe market, a trend which in turn played against the Integra. Despite its new 6-speed manual gearbox and a standard 160 hp, 2.0-litre four which was boosted to 220 hp in Type R guise, the Integra didn’t generate sales high enough to justify its continuation and, in mid-2006, the last Integras retired, their place in Honda’s range being taken by the more-modest-yet-cheaper performance versions of the Civic.

About the model

Model: Honda Integra Type R
Year: 1998
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro “Trendies”
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Ebbro obviously chose a Type R to represent an Integra. Its model its made in the usual quality the Japanese die-cast maker is known for, and deserve a 14/20.

Honda Mobilio

A little history

Long gone is the time an automobile should make dream its potential buyers above anything else. Today, a car has to be economical, ecological and practical, and so small boxes on wheels seem to flourish everywhere. Note that the concept on fitting as many passengers as possible in a very limited volume is nothing new – the first successful of all certainly was the original Fiat Multipla – but Japanese car makers brought it to new heights.

In December 2001, after receiving a fresh welcome and suffering from poor sales, the Honda Capa enjoyed an early retirement, giving way to a new Mobilio, more modern, more fun than its predecessor. With a relatively long wheelbase, sliding doors and a low floor, the Mobilio was a 4-metre-long-yet-roomy MPV able to seat seven. Extremely large windows were characteristic of the Mobilio, their design purportedly answering the need of putting the glazed areas low enough for young children to enjoy the scenery. As the Capa, the Mobilio could be ordered in 2- or 4-wheel-drive versions, but all through a lone “Multimatic S” continuously variable transmission.

Ten months after its release, the initial Mobilio was joined by the Mobilio Spike. Two seats were sacrificed in order to add cargo room and increase versatility. Apart from this, the Spike enjoyed a slightly different body.

Receiving only minor modification throughout their lifetime, both the Mobilio and Mobilio Spike were withdrawn in June 2008 after the announcement of the Freed, which is unfortunately larger and received a much more tortuous body. Well, beauty is in the eye of the beholder.

About the model

Model: Honda Mobilio Spike
Year: 2002
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

An excellent model – but is that surprising from Ebbro? Good paint and parts perfectly adjusted: it’s 15/20 for me.

Honda Fit

A little history

Honda launched its subcompact Fit, which took over the name Jazz on some export markets, in June 2001. Sold globally, this five-door hatchback saloon was fitted with various engines from 1.2 to 1.5 litres. A second-generation Fit/Jazz, roughly similar but larger and more aerodynamic, was unveiled in October 2007.

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

About the models

Model: Honda Fit
Year: 2001
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Hot!" series ref. 43225 (pearl white) or 43228 (metallic blue)
Acquired: brand new, in December 2006 (white) and February 2007 (blue), in Hong Kong, S.A.R.

Excellent job by Ebbro, which proposes a perfectly reproduced and assembled Fit. My rating is 15/20.

Dome S101

A little history

Dome long remained a small Japanese outfit without any noticeable achievement on the motorsports’ international stage. Early attempts at Le Mans went nowhere, except being laughed at for the car's utmost ugliness, though I don’t necessarily concur. An announcement of a Formula One Dome in the mid-Nineties also proved a little over-ambitious. Success finally came at the turn of the millennium with the S101, a spyder built for endurance racing. Though Dome couldn’t do much against money-laden teams such as Audi, the S101 provided an efficient machine to many private teams. When other competitors designed new cars to meet the new regulations introduced in 2007, Dome judged that its S101 had still enough potential that it only needed an update, and it became the revised S101.5. Nevertheless, Dome introduced the S102 closed racer in 2008, following the present trend in endurance racing.

About the models

Model: Dome S101 - Judd
Year: 2002
Event: 2002 Le Mans 24 Hours, driven by Jan Lammers, Tom Coronel and Val Hillebrand (finished 8th)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.11 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in January 2004, in Souillac, France

This Dome was possibly my very first Le Mans car. It sports the highly original “Racing for Holland” livery: the Dutch team, unable to find a single big sponsor to finance its endeavour into endurance races, sold small chequered areas to many companies – ironically one of them was bought by Ixo’s rival Ebbro. The model car itself is well done considering reproducing such an intricate decoration had to be a difficult job. I’d give 14/20.







Model: Dome S101 - Mugen
Year: 2003
Event: 2003 Le Mans 24 Hours, driven by Masahiro Kondo, Ukyo Katayama and Ryo Fukuda (finished 13th)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.62 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in May 2006, in Souillac, France

Same mould, different decoration. Worth 13/20.





Model: Dome S101 - Judd
Year: 2003
Event: 2003 Le Mans 24 Hours, driven by Felipe Ortiz, Beppe Gabbiani and Tristan Gommendy (retired)
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

Ebbro’s rendition of the “Racing for Holland” Dome is virtually equal to the Ixo in terms of quality, but its main advantage comes from its removable engine cover. Unfortunately the Japanese maker only forgot to provide instructions as to how operate it, which is quite arduous – if you know of a simple way, please answer this post, I may have missed something. I’d grant a 15/20 to this pleasant model.

Nissan Laurel

A little history

The Laurel stood in the upper part of Nissan’s range, just a notch below the luxurious Cedric, for almost thirty-five years. Based on a Prince project, the first Laurel was introduced in April 1968.

Exactly four years later the original car was replaced by a brand new model powered by engines ranging from a 1.8-litre four to a 2.8-litre six in later versions. Customers had to choose between a saloon and a hardtop coupe, so gracefully nicknamed “pig’s ass” by the witty Japanese due to its heavy, American-influenced “coke bottle” tail.

These two cars were replaced by a third generation Laurel in January 1977, followed by five subsequent versions, successively launched in 1980, 1984, 1989, 1993 and 1997. Production of the Laurel was finally cancelled in 2002.

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

About the models

Model: Nissan Laurel SGX
Year: 1972
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Oldies" series ref. 43561 (white) or 43563 (green)
Acquired: brand new, in February 2007, in Hong Kong, S.A.R.

These models are among my favourites in Ebbro’s range of vintage Japanese cars, as they represent an original car (Laurels were seldom sold outside Japan throughout their career) that is both good looking and masterfully executed in scale. The body sports many separate parts, including the door handles, the side turn signals, the scoops on the C-pillars and the crest on the boot lid. Ebbro didn’t forgo quality inside its model, and of all splendid details the steering wheel is probably the most stunning. Upholstery being colour-keyed, I have a preference for the green version of this car which offers, in my opinion, a better contrast of tints than the white or the brown. As a result, I sold my white Laurel since these pictures were taken. I’d give 15/20 to these beautiful die-casts.

Zytek 04S

A little history

Though founded as early as 1981, British company Zytek isn’t well known from the public. Still, their involvement in the automotive industry over the years includes collaboration with such great names as Rolls-Royce, Bentley, Aston Martin, Jaguar, BMW, Chevrolet, Lotus, Rover, Honda, Smart, Jordan and Panoz, along with engines manufacturers Judd and Hart! A specialist of electric propulsion and inboard electronics, Zytek came to motor racing, thanks to the experience gained in working with Judd, by providing engines for the F3000 series, starting in 1996. Further involvement was, for the most part, a matter of chance. Zytek bought some assets of Reynard, which had been liquidated. Included in Zytek’s new properties was a single endurance racing prototype, the 02S. The chassis soon became the Zytek 04S, fitted with Zytek’s own engine, based on an aborted project for Panoz.

After entering a few races during the 2004 season, Zytek decided to expand their program for 2005. The team won two events of the Le Mans series, at Spa and the Nürburgring, allowing it to finish second in the championship for its very first complete season.

The initial 04S was replaced by the 06S for the 2006 season, then the 07S during the next year.

About the model

Model: Zytek 04S
Year: 2005
Event: 2005 Le Mans 24 Hours, driven by Sam Hignett, John Stack and Haruki Kurosawa (not classified, insufficient distance)
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

Why Ebbro, which almost entirely devotes its effort to Japanese cars chose to reproduce the British Zytek is beyond my comprehension, but it did well. Though it doesn't have an opening engine bay as Ebbro's Dome has, this model is excellent. My rating: 14/20.

Prince Skyline and Gloria

A little history

The military defeat suffered by Japan in 1945 forced many of its large corporations, deeply involved in the war effort, to seek new activities. Tachikawa, an aircraft manufacturer, was among those and turned to automobiles. It first produced an electric car, the Tama, but switched to more conventional vehicles in 1952, when its name was changed to Prince.

While most Japanese car manufacturers of the era built a variety of bubbles and cubes set on tiny wheels, Prince aimed from the start at the top of the market. Throughout most of its history its two main models were the Skyline, a mid-range car, and the luxurious Gloria.

The Skyline was introduced in 1957 while the Gloria, originally a refined Skyline, followed two years later. For the 1962 model year, the Skyline was renewed and, one year later, a totally different Gloria appeared.

The new Skyline was exclusively sold as a saloon, the former estate and the elegant hand-built Michelotti coupe having been dropped. Engines were fours of 1.5 and 1.9-litre displacements. Willing to enter the II Japanese Grand Prix held in 1964, Prince also developed a special version of the Skyline, subsequently referred to as the GTB, into which the Gloria’s 2.0-litre, six-cylinder engine had been dropped (an increase in wheelbase was necessary in order to increase the size of the engine bay). The GTB finished second overall and was victorious in its class, enticing Prince to produce a small series of road-going GTBs.

The Gloria, which adopted a heavy American-influenced style as a mark of refinement, was powered by either the 1.9-litre four of the Skyline, with which the car proved popular as a taxi, or the company’s first six, a 2.0-litre block that was enlarged to 2.5-litre after only a year. Unlike its smaller counterpart, the Gloria was also available as an estate.

Both cars were produced until early 1967, when they were replaced by new Skylines and Glorias which, this time, bore the Nissan name – the large company had taken over Prince the year before. Prince never totally disappeared, nonetheless. The name has occasionally been used on domestically-sold Nissan Glorias, and the division is still in charge of the development of some specific Nissan models.

About the models

Model: Prince Gloria Super 6
Year: 1963
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Oldies" series ref. 43568 (black) or 43570 (bleu)
Acquired: brand new, in December 2006 (black) and January 2007 (blue), in Hong Kong, S.A.R.

Ebbro chose to reproduce the top-range Gloria Super 6, the finest Japanese car of its time. Large amounts of bright plastic and silver paint render well the sophistication of the original cars. Ebbro didn’t stop on the outside, and perfectly reproduced the passengers’ compartment. I have two of these cars, having bought a black Gloria first, then later found that a blue one was much more glamorous. The black one aged poorly, ugly blisters appearing all over the model’s paint: the first two pictures below have been taken while the model was still brand new, whereas the third one dates back from a few days ago - the difference is noticeable. On the other hand the blue one never encountered such a problem and remained immaculate. I’ll give 14/20 to both.













Model: Prince Skyline GTB
Year: 1964
Event: 1964 Japanese Grand Prix, driven by Yoshikazu Sunako (2nd overall, 1st in class)
Maker: Norev
Scale: 1/43
Distributed by: Hachette Fujingaho as subscribers’ gift no.2 of its Japanese Car Collection 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.

Norev has produced a wide range of Japanese cars in order to people a press collection sold in Japan. The offensive is clearly aimed at Ebbro as all of the French die-casts maker’s models already exist in Ebbro’s range, at a higher price but with a much higher degree of quality and a better detailing. This racing Skyline is no exception, having been built by Ebbro as its ref. 43395. Not having seen the latter I’m content enough with Norev’s version. Badges have disappeared here and there, the windshield wiper is missing, but overall this model’s correct. Anyway I didn’t want to spend more than I did as I find that the Skyline GTB, with its narrow thread and extended bonnet, have a particularly odd silhouette that can hardly qualify as beautiful. My rating is 12/20.

Honda 1300

A little history

Until 1969, Honda remained confined to wheeled boxes and a few derivative coupes emitting bee-like screams from under the bonnet each time the accelerator pedal was pressed. In May that year, the Japanese company finally introduced a middle-range automobile, its 1300 saloon. The car was brilliant from a technical point of view, with a 1.3-litre engine cooled by forced air driving the front wheels, quite efficiently thanks to no less than 100 bhp in standard form, 116 bhp in its “99” variant. On the outside, the car looked nonetheless as daring as its bland name implied. The glamour Honda needed was brought by a coupe based on the 1300, which was released during 1970. The styling was both elegant and aggressive, though some regretted the overly beaked central section of the front end. The coupe received the same engines as the saloon, and was called either “7S” with the standard block or “9S” with its more potent version.

The 1300 saloons and “S” coupes were only built until late 1972, when the 145, generally similar except for a more conventional water-cooled engine, was launched, only to be retired two years later.

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

About the models

Unfortunately no scale model of the Honda 1300 saloon seems to exist (please correct me if I’m wrong), but at least Ebbro and Norev, among mainstream die-casts makers, have reproduced the coupe.

Model: Honda 1300 Coupe 9S
Year: 1970
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Oldies" series ref. 43415
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

A very nice model, to which all my remarks regarding Ebbro’s Isuzu 117 apply. A special mention about the side windows, which are simply beautiful. This model certainly looks great. My rating: 14/20.

Note: I have a brand-new copy of this model that I'm disposing of. If interested, please contact me through e-mail (the address is in my Profile).

Model: Honda 1300 Coupe 9S
Year: 1970
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Oldies" series ref. 43512
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Another 9S, this time with a gold metallic paint and a vinyl-covered roof. The car looks even better under this fancier guise, but honesty forces me to give it the same rate of 14/20 as the previous model.

Isuzu 117

After the Maserati Ghibli, let’s jump to another Giugiaro design of the era, the Isuzu 117.

A little history

By 1966, the Isuzu Bellel entered its fifth year in production. Though relatively elegant, and enjoying an optional diesel engine which made it quite attractive to fleet operators, the mid-sized car had proved to be a commercial flop. In 1965, an updated body also failed to push the sales upward. Time had come for a replacement.

The new car was known as the 117 among Isuzu’s engineers and designers. Nevertheless, when it was released for the 1967 model year, it bore the name Florian. As the Bellel before it, the new car was offered as either a four-door sedan or a station wagon. A third model was nonetheless on the way: a coupe that had already been shown to the public as early as spring 1966, during the Geneva motor show.

An exclusive vehicle exhibiting all of Isuzu’s know-how, the coupe, which unlike its two companions retained 117 as a name, was put into limited production during 1968. Built by hand with extreme care, fitted with posh appointments, the 117 retained the Florian’s platform but received a brand new 1.6-litre, dual overhead camshafts engine – a first in its country of origin. Positioning itself beyond any doubt out of the mainstream, the 117 shunned the convoluted styling that was typical of Japanese cars of the time, and received simple and graceful lines drawn for it by Ghia’s Giorgetto Giugiaro.

During its first years in production the 117 remained seldom seen on Japanese roads – Isuzu had wanted it this way. For the company’s flagship, the only raisons d’être were luxury and innovation – the 117 received the country’s first engine fed by electronic fuel injection, courtesy of Bosch, in 1970.

All this changed in 1971. American giant General Motors, eying on the growing Japanese market, signed an agreement with Isuzu and, all of a sudden, low-volume, exclusive vehicles produced for corporate image were crossed out of the company’s agenda. To keep its place among Isuzu’s models, the 117 had to sell in much larger quantities. A new 1800 N, simpler and much cheaper, was immediately introduced. Yearly production could have been previously counted in hundreds; from then on it was a four-digit figure.

The later life of the 117 isn’t its happier time. Cost-cutting policies and the decade’s obsession with plastic signed the death warrant of the original marquetry. For its tenth model year in production, the 117 received an uncanny facelift – to say the truth, it was probably welcomed back then as the car’s body clearly showed the signs of an advancing age, but today’s car enthusiast can only favour the original lines traced in Italy during the Sixties. Finally, the 117 received an optional 2.2-litre diesel engine, a disgrace for a vehicle born as a sports car. The agony finally ended in 1981, when Isuzu released the 117’s long awaited successor, the striking Piazza.

About the model

Model: Isuzu 117
Year: 1968
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Oldies" series ref. 43620
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

I was recently reading on a forum from someone putting Ebbro in the same league as Ixo or Vitesse, and below Minichamps and Auto Art in terms of quality. I do not share this opinion, and this particular model is a testimony to the fact that Ebbro models are indeed as good as Minichamps' ones. The 117, as it appeared when first released, is flawlessly rendered by the Japanese maker, which well deserves a 15/20 rating for its efforts.

Porsche 908

A little history

Though its nimble prototypes were able to outclass much more powerful machines on twisty tracks, most noticeably at the Nürburgring or the Targa Florio, by 1967 Porsche had still never been able to win any other major event of the sportscars calendar, and above all had failed to clinch a victory at Le Mans. During that year, though, seemed to arise the opportunity that would make a winner out of Porsche.

The F.I.A. (Fédération Internationale Automobile) announced that, starting in 1968, the engine’s displacement of prototypes would be aligned on that of Formula One: 3 litres was the new absolute ceiling. Porsche immediately set to work on a new car, the 908, in order to replace its 2.2-litre 907.

The F.I.A. soon changed its mind, however, allowing for the time being sportscars of up to 5.0 litres. This excluded cars of the likes of the Ford Mk.II and Mk.IV or the Chaparral, with their huge 7.0-litre V8 engines, but permitted the smaller Ford GT40 and the Lola T70 to carry on for a few more years. Porsche’s task suddenly became more complicated.

The German engineers used all of their knowledge of aerodynamics, for which they were renowned, to fashion their 908. With about 350 bhp and a "Long Tail" body, the coupe was not only fast – it was beautiful. Alas, elegance alone comes to nought in motor racing. The 908 proved a fragile machine, and all too often gave way to the time-tested Fords and Lolas, and even to its little sister the 907. Three-litre prototypes weren’t appearing any more as the winning formula. Back to the draughtsman’s table: the next Porsche would be a 5.0-litre sportscar, named 917.

Before the new 917 could be readied, the 908 had still to carry on, going from one bitter disappointment to the next. A record low was reached at Daytona, in early 1969, when Porsche showed that it had been unable to improve the 908 before the start of the new season and recorded an utter rout. Fortunately the 917, presented to the public during the Geneva car show a few weeks later, was just a few months away.

Again, nothing went according to Porsche’s plans. When tested, the 917 proved challenging to master, even for the most skilled factory drivers. Further tests would be necessary just to make it driveable. On the other hand, the 908 unexpectedly started to win. A lighter spyder version, the 908/02, had been developed. At Brands Hatch, three of these cars dominated, inaugurating a string of successes. Hope was back in the hearts of the Porsche team at Le Mans, but the worn out brakes of the leading 908 gave an old Ford GT40 a last-minute win. Despite this failure, the team clinched the World Championship for Makes, a fine consolation.

With the 917 finally reaching the top in 1970, the 908’s career could have ended. Instead, the Porsche people developed a new version of it, the 908/03, a spyder even smaller and nimbler than the 908/02. Again, the idea was to substitute it to the heavier 917 on the twistier tracks of the season. This strategy paid off, Porsche again being crowned in both 1970 and 1971.

The ban of 5.0-litre cars finally became a reality in 1972. Porsche lost interest in sportscars races and limited its involvement to mostly GTs, but the old 908s were cars of choice for privateers. In their hands these machines were continuously updated, which allowed them to fight back the effects of passing time and postponed their retirement until the early Eighties.

A personal note

I still regret to have missed a splendid opportunity while being in Hong Kong: all three of the 908 Long Tail coupes from Le Mans, Ebbro-made and brand new, for the equivalent of 12 euros each. Therefore my 908 range chronologically have to start with the later spyders.

About the models

Model: Porsche 908
Year: 1969
Event: 1969 Japanese Grand Prix, driven by Hans Herrmann and Kenjiro Tanaka (finished 7th)
Maker: Ebbro
Scale: 1/43
Distributed by: Ebbro, "Racing" series ref. 728
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Ebbro doesn't limit itself to Japanese cars, but also produces a few Porsches. Among those are this 908, which the Taki Racing Team entered in the 1969 Japanese Grand Prix. A nice model in a rather original version. I'd give 14/20 to it.







Model: Porsche 908/02
Year: 1969
Event: 1969 Brands Hatch 500 km, driven by Gerhard Mitter and Udo Schütz (finished 3rd)
Maker: Best
Scale: 1/43
Distributed by: Best ref. 9041
Acquired: second hand, in March 2007, from a friend from Manila, Philippines

Best is a misnomer when it comes about quality, as the Italian brand certainly doesn't deliver what its name promises. On the other hand, it offers a wide range of seldom-seen-elsewhere models at a correct price. This 908 is among those, correctly reproducing an early /02, but not much more. I'd give it a 12/20 rating.





Model: Porsche 908/02 "Flunder"
Year: 1970
Event: 1970 Temporada 200 miles, driven by Alain de Cadenet and Carlos Pairetti (result unknown, probably retired)
Maker: Best
Scale: 1/43
Distributed by: Best ref. 9107
Acquired: second hand, in March 2007, from a friend from Manila, Philippines

Even more original is this Ecurie Evergreen-entered Flunder that de Cadenet and Pairetti raced at the Temporada, one week after the pair drove it to 5th place during the Buenos Aires 1000 km. Perhaps my favourite among my trio of Best 908s, I'd rate it at 13/20.





Model: Porsche 908/03
Year: 1972
Event: 1972 Imola 500 km, driven by Reinhold Jöst (finished 4th)
Maker: Best
Scale: 1/43
Distributed by: Best ref. 9057
Acquired: second hand, in March 2007, from a friend from Manila, Philippines

I have some doubts about this car. Best indicates that it ran at Imola, so it should be Jöst's car. On the other hand, as far as I know, no.6 was given to an Alfa Romeo during that race. Probably some mixing in my data, though. As for the model itself, it is again correctly done in a livery typical of the era's 908 Spyders. Decals' quality could have been better, though. My rating is 12/20.