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.

Mercedes-Benz C111

A little history

If you’re from the same generation as I am, and were already fascinated by cars when you were a kid, then you do remember this impressive orange coupe sporting the famous three-pointed star that appeared in all magazines throughout the Seventies. That’s indeed what it was designed for: to be a showcase of Mercedes-Benz’ know-how. It fulfilled this role splendidly, along with that of test-bed for what were then high technologies.

The C111 was actually the name of more than a single car, but rather of a series of experimental vehicles. The very first model appeared in Frankfurt in September 1969, though it had been submitted to comprehensive tests since April. Its main goal was to experiment a Wankel rotor engine. A three-rotor type rated at 280 hp, this block was unable to demonstrate sufficient capacities, so a C111/II fitted with a centrally-mounted, 370 hp four-rotor engine followed during the spring of 1970, in Geneva. Performances were now astounding, as the car even recorded a reported 290 kph top speed, an impressive figure at the time. Could the car be produced? It was already fitted with such niceties as air conditioning and plush leather seats, while its gullwing doors were a hint at its prestigious ancestor, the 300 SL, so it is possible that Mercedes-Benz considered the possibilities, though it denied it. At any rate, world politics decided otherwise.

Many an automobile maker was then toying with the idea of fitting Wankel engines to their production cars. They were light, compact, simple thus reliable, and could develop high outputs. Their only problem was their huge appetite for gasoline, a flaw that was inherent to their design and thus that no tweaking of any kind could ever solve. But who cared when oil was so cheap and plentiful? The 1973 crisis suddenly broke out to prove otherwise. Oops. Wankel engines were promptly put away in the kind of storage reserved for “brilliant” ideas that had proved not so good after all, being promised to re-enter the limelight at a time that, in all likelihood, would never come. To be frank, we escaped the worse as Wankel engines were also polluting in proportions that today would make any conventionally-powered gas-guzzler of that carefree era appear eco-friendly. Only three manufacturers, then more advanced in their experiments, put Wankel-powered cars in production: NSU, Mazda and Citroën. This generally ended up with more tears than mirth.

The experimental fibreglass coupe from Mercedes-Benz didn’t disappear, though a completely different approach was needed. After a short eclipse, its Wankel engine was discarded, and replaced by the 3.0-litre five-cylinder diesel block that was in use in several production models, first of all the 240 D 3.0. Economy was the new talk of the town, but Mercedes-Benz wanted to demonstrate that it wasn’t incompatible with performance. Thanks to a turbocharger and an intercooler, the C111/IID could reach a remarkable 190-hp output. In June 1976, the car resurfaced in its newest form on the Nardo track, where it broke sixteen world records over two days and a half. During these tests, the C111/IID also lapped the circuit at 252 kph.

The C111/IID’s successes pushed Mercedes-Benz to develop yet another prototype, the C111/III. Gone were the production-like coupe approach of the previous models, the new car was designed from the ground up for records. In April 1978, the very sleek car was again sent to Nardo, where nine records were broken – no longer records for diesel-powered cars, but absolute ones. Average speeds of more than 300 kph were maintained, though fuel consumption didn’t exceed 16 litres per 100 kilometres. The only problem encountered was the explosion of a tyre at high speed, which damaged the car beyond repair – but fortunately a spare car had been brought, so the run was simply started anew.

A last record tempted Mercedes-Benz. It was unofficial, but highly prestigious. In 1975, a Can-Am car had set the fastest average speed on one circuit lap, at 355.854 kph. A new C111/IV was especially prepared to tackle this last challenge. The Mercedes-Benz team returned to Nardo in 1979. On May 5, project manager Dr. Hans Liebold lapped the track at an astounding 403.978 kph. Besides, the car broke a few more records. Then, time had come for all the C111 to head for the museum.

About the model

Model: Mercedes-Benz C111/II
Year: 1970
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps ref. 430-030060, limited edition - 1,440 pieces
Acquired: second hand with box, as a gift from a friend and fellow collector, in August 2010, in Manila, Philippines

That’s a splendid scale model of arguably the most famous of all C111s that Minichamps produces. Though I’m not fond of opening parts for 1/43 models, the German company perfectly adjusted the rear hatch, which discloses the unconventional Wankel engine. All details near perfection, while the model is finished in a superb orange paint, close to the weissherbst of the original. My rating is 17/20.

BMW E1

A little history

When it unveiled its E1 city car prototype during the 1991 Frankfurt motor show, BMW was among the first to answer the call for more environment-friendly vehicles. An early hybrid, the E1 could be powered, depending on the driver’s choice, by a 32 kW electric motor or a 1.1-litre inline four rated at 82 hp. BMW having no gasoline engine as small as the latter in its production cars’ range, the E1’s block was actually adapted from the K1100 motorcycle’s engine.

The E1’s structure was built from aluminium elements assembled together. Some panels were also made of plastic. This gave the car both rigidity and light weight. Wheels were pushed to each corner of the vehicle, allowing an incredibly large passenger compartment, considering the tiny overall length. Security was also a concern for BMW engineers, and in this respect the E1 incorporated then-top-of-the-art technologies such as an ABS braking system, energy-absorbing zones or dual airbags at the front.

The only performance that really matters about a car that is solely or partly powered by electricity is its autonomy. Electricity having been a common form of power during the early stages of automotive history, it is amazing to see how little modern cars have progressed in such a long period of time. In this respect the BMW E1 fared rather better than most other similar projects, being able to cover 160 km in normal, urban traffic conditions and a maximum of 265 km in the most favourable situation. Perhaps the main drawback of the E1, should it have reached production stage, would have been its price and high maintenance costs. As all electrical vehicles, the E1 relied on large batteries that are expensive to manufacture, and need to be changed regularly. This stern prospect has probably done much to hinder the success of a type of car which, almost two decades after the E1 has been presented, sadly remains more of a curiosity than a potential mean of transportation.

About the model

Model: BMW E1
Year: 1991
Maker: Hongwell
Scale: 1/43
Distributed by: Cararama
Acquired: brand new, in November 2004, in Manila, Philippines

This is again a model that we should be happy a die-cast maker ever produced, albeit quality isn’t great. Indeed, while up front Cararama did things rather correctly, the reproduction of rear window and panel as a single part that is never assembled correctly does much to reduce my rating to 6/20.

Alpine A310

A little history

The Alpine A110 was built for racing, making it rather impractical for everyday use. Its maker decided that its successor, the A310, would be a more comfortable, more ambitious car. It would also be a 2+2 while the A110 had strictly been a two-seater.

Studies started during the late Sixties. From the start the new Alpine was to be a true GT, the use of the 3.0-litre V8 developed by Gordini for the A220 sportscar being considered for a while. Of these initial plans only the striking design remained, the A310 finally having to settle for a more plebeian Renault four as an engine.

The A310 prototype was finally introduced to the public during the Geneva motor show in March 1971. Alas, some heavy investments made by Alpine, which had just opened two new plants, combined with a disastrous strike that slowed production put the small company in dire straights. The management therefore decided to hasten the release of the new car, which hit the market before the end of the year, while still insufficiently tested. The flaws of the early cars gained the A310 a bad reputation that couldn’t be totally erased during its long career. Furthermore the first buyers deplored the tame character of their cars, when compared to the spirited A110. Though the wheelbases ofthe two cars were identical, the longer overhangs of the A310 made for a heavier car, which 1.6-litre four, though the most powerful block the A110 had to share, proved insufficient.

The chaotic launch of the car didn’t improve Alpine’s fortune and, in order to save the little company, Renault took it over from Jean Rédélé, a decision its founder would regret for the rest of his life. The A310’s premature introduction having proved disastrous, Renault opted for a thorough upgrading, which was ready by 1976. The car’s style was revised by Robert Opron, who removed the characteristic full-width headlights of the early A310s, while the 1.6-litre four gave way to the new PRV 2.7-litre V6, developed by Renault in cooperation with Peugeot and Volvo. The Swedish manufacturer had been the first to fit one of its road cars with this engine in 1974, and Renault had followed suit with its 1975 R30. The PRV greatly improved performance, but unfortunately also made the car even more tail-heavy, though its handling remained far from tricky. Worst yet, it pushed the car up into the same league as the Porsche 911. The A310 hadn’t been designed with this kind of competition in mind, and the German GT clearly proved one notch above its rival in all respects. The car’s production was therefore condemned to remain low, only 11,400 copies being built until replaced in November 1984 by the V6 GT, better yet even less successful.

About the models

Model: Alpine A310 V8 Gordini
Year: 1968
Maker: Eligor
Scale: 1/43
Distributed by: Hachette as no.9 of its Alpine & Renault Sportives press series
Acquired: brand new, in December 2007, in Souillac, France

A rather unusual die-cast for me, as I don’t generally collect prototypes or show cars. This model isn’t even one of those, but a reproduction of an early clay model. Even the wheels are fixed disks rather than the real thing, while the passenger compartment is totally empty beneath the tinted canopy. Any comparison with an existing model being impossible, I won’t give a rating, and only mention that Eligor’s die-cast is certainly well made, but isn’t indispensable except to die-hard Alpine fans.











Model: Alpine A310
Year: 1972
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.54 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in May 2006, in Souillac, France

Somehow I find Ixo’s model bulky, and devoid of the peculiar elegance of the early A310s. My rating is 9/20.









Model: Alpine A310
Year: 1972
Maker: Solido
Scale: 1/43
Distributed by: Solido, “Yesterday” series
Acquired: brand new, in January 2004, in Brive, France

Much older, Solido’s model lacks the details of a later die-cast, but its proportions are good. Furthermore it enjoys a rear hatch and underneath it an engine cover which can both be opened, revealing a small silver-painted engine. I give 11/20 to this ancient but still pleasant scale model.







Model: Alpine A310 V6
Year: 1981
Maker: Eligor
Scale: 1/43
Distributed by: Hachette as no.12 of its Alpine & Renault Sportives press series
Acquired: brand new, in December 2011, in Souillac, France

Universal Hobbies offers this nice and accurate model of the V6 version of the A310. I’m not so fond of the caches in front of the headlights, but the wheels are splendid: 13/20.











Model: Renault Alpine A310 V6 Pack GT
Year: c.1983
Maker: Universal Hobbies
Scale: 1/43
Distributed by: M6 as no.18 of its Renault Collection press series
Acquired: second hand with neither stand nor box, in July 2006, in Brive, France

A good model from Universal Hobbies. It may appear white on pictures but is actually painted in a magnificent pearl shade. My rating is 13/20.











Model: Alpine A310 V6 Pack GT
Year: 1983
Maker: see lower
Scale: 1/43
Distributed by: Hachette as no.2 of its Alpine & Renault Sportives press series
Acquired: brand new, in October 2007, in Souillac, France

I’ll check this one as soon as I find it, as I have doubts about its maker. If I remember well it is indisputably identical to the previous Universal Hobbies, which indeed collaborated to this Hachette series, but I think is curiously branded as a Norev. Nonetheless my rating is identical: 13/20.

Peugeot 4002

A little history

During the 2002 Paris motor show, Peugeot launched its second design competition, two years after the first one. The contest was open to all amateur designers, with submission to be sent through the French manufacturer’s internet site. The guidelines were rather simple: the project has to be clearly associated with the company, be original and innovative, and reminiscent of a model from Peugeot’s long history. A record 2,800 entries from 90 countries were recorded, making the selection difficult. Six months later, the name of the winner was disclosed during the Geneva motor show: a 32-year old graphic artist from Germany, Stefan Schulze, saw his project, inspired by the 402 of the Thirties, then a futuristic car by itself, being selected above all others. This allowed Schulze to be granted a 5,000 euros check and the promise that his drawings would soon evolve into a 1:1 scale concept car. The pledge was fulfilled at the end of 2003, when the 4002 was presented at the Frankfurt auto show, where it stunned the public with its extremely daring, almost symmetrical shape. The fibreglass and aluminium body, perched on huge 21-inch wheels, is unfortunately nothing more than an empty shell: no mechanical parts were fitted in the 4002, and none will ever be – Peugeot’s dream car is deemed to remain just that: a dream.

About the model

Model: Peugeot 4002
Year: 2003
Maker: Norev
Scale: 1/43
Distributed by: Altaya as no.1 of its Concept Cars press series
Acquired: brand new, in January 2007, in Hong Kong, S.A.R.

I got this model in Hong Kong, not knowing at the time that it was the no.1 issue of a new press series about to be released a short time later – as a result, I paid more for it than I should have… I avoid collecting show cars and prototypes, so the fact that I grabbed this one as soon as I saw it says much about its quality. Obviously a concept car like the 4002 always appears slicker, cleaner than your everyday road car which has many small technical stuff imposed by engineers over the original design, so I guess a scale reproduction of a motor show prototype should be somewhat easier to make look realistic than most other cars. I may be wrong, but anyway Norev’s model is just fine for me! 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).