Peugeot 607

A little history

No French manufacturer has been able to offer a car in the same field as Mercedes-Benz or BMW for decades, though all of them dream of it. Apart from the Citroën CX, all other upper range models over the years, the Renault 25 then Safrane, the Citroën XM and C6 or the Peugeot 605 have seen their success limited to the sole France, while being virtually absent on export market. I won’t include in this list the Renault Vel Satis, which was a failure even in its own native country.

Helped by its reputation as a builder of tough and very conventional automobiles, Peugeot has possibly been the most perseverant. After the demise of the 604, it took four years to see the introduction of its successor, the 605. Despite its many qualities, it was doomed by uninspired styling, due to Pininfarina but too close from the lesser 405, and poor quality – a typical French problem that was totally unacceptable for a car having such ambitions.

The 605 finally retired after a ten-year career at the end of 1999, and was immediately replaced by the 607. The new car retained the excellent platform of its predecessor, but hidden under a brand new body. A particular effort had been made to improve the quality of the car. The top-level V6 version, with a displacement of 3.0-litre and 207 hp, could reach 240 kph – enough for cruising on an Autobahn, it was thought in Sochaux. But once again, this didn’t prove enough. Peugeot’s main problem was the lack of image attached to its name, while reputation is a major criterion for a buyer of a luxury car. Sales remained modest, in particular outside France’s borders, though on the other hand the 607 was rather popular as a taxi, a traditional market for its manufacturer.

Production of the Peugeot 607 has been stopped in June 2010. Though a replacement has been contemplated, the dire economic crisis drove Peugeot to be cautious and give up any plan for such a low-volume vehicle. In the end, the 508 served as a successor to both the 407 and the 607, placing Peugeot in a situation somewhat similar to the one it experienced during the Eighties, when a V6-powered version of the 505 was given the task of replacing the 604. This leaves the hope that within a few years, if the situation allows it, Peugeot will return once again to this market.

About the model

Model: Peugeot 607
Year: 2000
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.49 of its Collection Peugeot press series
Acquired: brand new, in January 2008, in Souillac, France

An accurate but rather plain rendition of the Peugeot 607. I have a strange feeling about the rear side windows. As usual with Norev models built for press series, this one does not have a "glass" part inside of its mirrors. On these pictures, I also find that the wheels seem of a rather large diameter, but I should have a second look at the actual model. My rating is 12/20.

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.

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.

Renault Dauphine

A little history

Not a single new car sold during five years of conflict and the possibility for a more prosperous working class of purchasing an automobile for the very first time combined to make the little Renault 4CV, launched in mid-1947, an instant hit. Obviously, its manufacturer started to think about its replacement as soon at it was put on the market but, as it turned out, its success was such that a direct substitute could not be imagined. Therefore, a larger car ended up being sold alongside the 4CV, rather than it replaced it.

The “Project 109” study started in earnest in July 1951. Ultimately, the car would become the Dauphine, placed between the 4CV and the Frégate, and addressing previous owners of 4CV whose improved way of life would allow purchasing a larger automobile, while the 4CV would continue to answer the needs of first-time motorists. Rarely the introduction of a new car had been so carefully prepared, the whole development lasting almost five years and including an in-depth study of the needs of the average French motorist.

The presentation of the Renault Dauphine took place in February 1956 in Corsica, where many journalists had been invited to test the first new Renault in more than five years. The public would have to wait one more month for its introduction in Paris. Finally, the Dauphine was officially unveiled during the Geneva motor show. A box-type automobile of much larger proportions than the 4CV, the Dauphine retained a rear engine, but of larger displacement – 850cc for 27 hp. Handling was extremely sound for a car based on this architecture, the Dauphine only oversteering when pushed hard in tight turns. The front luggage compartment was rather vast for the times. And, to make things even better, the Dauphine, after the initial prototypes had been corrected by Ghia, was a very elegant automobile, offered in a variety of bright colours.

As the 4CV before it, the Dauphine’s success was immediate and, ultimately, more than two millions were built until 1968, production continuing until 1970 in some countries. It, too, would survive its heir apparent, the Renault 8. Among the memorable variants of the original car, let’s name the Gordini from 1958, with its 38 hp engine; the Ondine, a better-appointed version introduced in 1960; and the R1093, a homologated racing development of the Dauphine fitted with a 55 hp engine and a four-speed transmission. Another noticeable equipment was the Ferlec electromagnetic clutch (optional from 1957) that turned the Dauphine’s manual transmission into a semi-automatic one. The excellent Dauphine engine was also fitted under the bonnets of such dissimilar vehicles as the Alpine A108 sports coupe or the Renault Estafette panel van. The outputs of the sporty versions’ perhaps seem ludicrous today, but the Gordini and the R1093 were quite effective machines back then, the Dauphine bagging a victory at the Monte Carlo rally, and two at the Tour de Corse, among countless minor trophies.

More than its success in France, the Dauphine’s achievements around the globe were remarkable in a time when brand new cars seldom crossed borders. Apart from FASA, Renault’s Spanish subsidiary, the Dauphine was produced under licence by Alfa Romeo in Italy (easily forgotten today, but there has been thousands of Alfa Romeo Dauphines built!), by Kaiser in Argentina and Israel, by Willys-Overland in Brazil and by the minor Todd Motors in New Zealand. It also served as the base for the Hino Contessa, after the Japanese company had produced the 4CV in the Fifties. Most notable of all, though it ultimately met with a bitter end, was the Dauphine’s great success on the American market. During the first large wave of imports that took place in the late Fifties, it was second only to the Volkswagen Beetle in terms of sales. Unlike the German car, the Dauphine offered four doors, a pretty silhouette and Parisian chic to American motorists. Alas, the Dauphine proved anything but durable on American highways, and suffered to the extreme from rust. To make things worse, Renault’s budding North American network was well below par to address the complaints of its disenchanted customers… When the “Big Three” unveiled their own compact cars, the Ford Falcon, the Chevrolet Corvair and the Plymouth Valiant, Renault ended up with thousands of Dauphines rusting in the open air in New York docks – most were finally shipped back to France at considerable expense.

About the models

Model: Renault Dauphine Gordini
Year: 1958
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.

Norev’s rendition of the Dauphine Gordini suffers mostly from the poorly designed door handles, which have the naughty habit of swinging freely around their attachment points. Apart from this detail, this model is rather nice, and deserves a 13/20. This particular one was part of a three-car commemorative “Gordini” set, which also included a Renault 8 Gordini and an already presented Renault 12 Gordini (curiously Norev omitted the Renault 17 Gordini…).





Model: Renault Dauphine
Event: 1958 Monte Carlo rally, driven by Guy Monraisse, navigator Jacques Feret (overall winners)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.62 of its Voitures de Rallye de Collection press series
Acquired: brand new, in July 2006, in Souillac, France

We have briefly discussed about the Dauphine’s racing career. Though the car itself wasn’t particularly impressive, its historical victory in the Monte Carlo justified its inclusion in Altaya’s series of rally cars. Unfortunately Ixo's model of the Dauphine is fitted with grossly oversized side windows. Too bad! My rating is 12/20.









Model: Renault Dauphine
Year: 1961
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.31 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in September 2005, in Souillac, France

Remove the previous model’s few items that identify it as a racing car, and you get this plain Dauphine. In addition to the reproach already made above, Ixo painted its model into this bright orange that has never been a factory colour. This forces me to further lower my rating to 11/20.





Model: Renault Dauphine
Year: 1961
Maker: Norev
Scale: 1/43
Distributed by: M6 as no.2 of its Renault Collection press series
Acquired: brand new, in December 2006, in Souillac, France

Same thing with Norev that provided a plain Dauphine for M6’s press series. It is based on the same mould as the Gordini we have seen above – and suffers from the very same flaw: 13/20.

Chevrolet Corvair

A little history

When one thinks about American cars, stereotypes most probably come to his or her mind, as hefty sizes and weights, chromes, V8 engines, and so on. Still, American engineers sometimes proved to be capable of creating something original. In the case of the Corvair, they were poorly rewarded for their efforts.

The Corvair’s concept was due to Edward Nicholas “Ed” Cole, on Chevrolet’s payroll since 1933. During the Fifties, he was named chief engineer, then general manager of General Motors’ biggest seller. He already had an eye on the many rear-engine cars developed in Europe, particular the Volkwagen Beetle, so different from anything Detroit was producing, yet so popular in America. So Cole thought the time was ripe for an American-made rear-engine automobile.

The Corvair, as it was to be called, would be a compact car. Nash and its successor AMC had opened the way with the Rambler, imitated by Studebaker and its Lark. Simultaneously, imports peaked by the end of the decade. The three major corporations had to react and each prepared a compact car of their own. This riposte took the shape of three compacts that all appeared for model year 1960. Ford unveiled the Falcon, a very conventional car and, as it turned out, the most popular of the bunch. Plymouth introduced the Valiant, which unfortunately suffered from a tormented style announcing the odd-looking Chrysler cars of the next few years – until the group’s chief designer Virgil Exner finally got the boot. Concurrently, Chevrolet presented its Corvair, fitted with a rear-mounted, air-cooled flat six. Completely new to GM’s engineers, this original architecture had proved difficult to develop – even after entering production, the Corvair’s engine would leak oil in enormous proportions. Its main problem though would come from its rear suspension. The swing axle should have been complemented by an anti-roll bar. GM’s accountants didn’t follow the engineers’ suggestion: with all its unusual technologies, the Corvair was expensive to build, and some costs had to be cut to make the car competitive on the market. This choice would prove decisive in the catastrophe that loomed ahead.

Still, things were not going so bad yet. Sales were inferior to those of archrival Ford, but good enough. Performance was rather limited, though the 2.3-litre six was working hard to provide at least good acceleration, but the body had been masterfully crafted – ironically, the Corvair’s look would inspire many designers: the NSU Prinz 4, the Simca 1000, the Hino Contessa, or the Fiat 1300/1500 all mimicked the unsuccessful Chevrolet. In addition to this, the range was limited at first, including only only two- and four-door sedans. Developing Chevrolet’s offer could help, so during the next few years many models being added to the catalogue: the short-lived Lakewood station wagon, the Greenbrier minibus and Corvan 95 van and pickup, and a convertible. But it was the Monza Spyder that determined the future of the car. Launched in 1962, it added to the car a turbocharger (a rare equipment in those days), boosting the power to 150 hp and transforming the Corvair, with its peculiar handling, into an affordable sportscar. The whole range benefited from the new image carved by the Monza Spyder, finding a niche that allowed it to remain on Chevrolet’s pricelist despite the introduction of a more conventional compact, the Chevy II.

Sold as a sporty compact, could the Corvair finally be a success? Two elements played against it, once again. The first was the introduction of the Ford Mustang halfway through model year 1964. Compact, nimble, cheap, sporty, somewhat different, the new Ford was all this… as the Corvair had been before it. That is to say, the Mustang could do anything the rear-engine Chevrolet did, only better. In particular, the Corvair had to settle with its turbocharged six as its most potent engine, while the Mustang offered V8s and a whole range of optional heavy-duty parts that could turn it into a genuine performance machine. Inevitably, the Corvair was rapidly expelled from its very last stronghold.

The second event that negatively affected the Corvair’s career was the book from a then-unknown lawyer, Ralph Nader. In Unsafe at any speed, Nader violently denounced the absence of concern the manufacturers demonstrated for safety. All automobile companies were under fire – even Rolls-Royce was cited – but no car received harsher critics from Nader than the Corvair, which handling was supposedly extremely hazardous. In addition, Nader argued that in case of a frontal shock, the driver would be impaled by the steering column. Many claims later proved to be, at least, grossly exaggerated, but the fatal blow had already been given nonetheless.

Nader’s attacks paradoxically came as the Corvair was bettering itself. For 1965, a second generation of the car was unveiled. The swing axle gave way to a much superior independent suspension on all four wheels. One year later, Chevrolet would face Ralph Nader’s critics by fitting a two-piece steering column, then a collapsible one after another year. Best of all perhaps, the new Corvair, inspired in part by the Corvette Stingray, was lower and longer, and definitely very elegant.

Alas, this second Corvair was leading a fight that was already lost. In 1966, Chevrolet decided to stop the development of the car to concentrate on its challenger to the Mustang’s supremacy, the oncoming Camaro. Shortly thereafter, advertisement expenses were drastically reduced. Year after year, demand unsurprisingly dropped. Production figures were six-digits numbers when the car had been initially launched; in 1969, for its very last year, only six thousand left the factory. A sad end for a car that has been extremely ambitious at its outset.

About the model

Model: Chevrolet Corvair Monza
Year: 1969
Maker: Yat Ming
Scale: 1/18
Distributed by: Road Signature
Acquired: brand new, in November 2004, in Manila, Philippines

Excellent model by Yat Ming. With the exception of its engine, too much plastic-like to my taste, all details of this die-cast have been carefully crafted. My rating is 14/20.

SS Cars SS1

Here is a post Gaucho Man should enjoy. By the way, it will be the last one for the year, as I’ll be away during the Christmas season. See you back half-way through January, and advance greetings to all of you! :)

A little history

I suppose that there is no need to go through the early years of what would become Jaguar once more. How two friends, William Lyons and William Walmsley, set up the successful Swallow company building sidecars for motorcycles, then ventured into coachbuilding by fitting new sporty bodies to the plebeian Austin Seven has been told over and over again. Then, nine years into existence and carried by its initial successes, their company, Swallow, unveiled its very own car during the 1931 London Motor Show: the SS Cars SS1. Actually, Standard was responsible for a large share of the new model’s input, designing its chassis and providing its engines. Displacing 2100 or 2600cc, those couldn’t allow tremendous performance but the SS1 was in line with all previous Swallow products: it was an elegant and affordable sports car. The concept proved a winning one, 4200 copies of the SS1 being built until 1936. Among those, of particular mention is the striking Airline coupe, launched in 1934 and of which 624 were made. Interestingly, though it is the best remembered SS1 today, the Airline had been inspired by Walmsley but was disliked by Lyons. This wasn’t the only point on which the two partners couldn’t agree. Walmsley was satisfied enough with Swallow’s success, while Lyons only had expansion in mind. In the end, Walmsley gave up and sold his shares to Lyons in 1935. Under the latter’s guidance, SS would continuously develop: after a 1935 reorganization that saw the Swallow sidecars activities being separated from the SS automobile ones, then completely sold ten years later, SS changed its name to Jaguar, which would soon unveil the famous XK120 and enter the racing scene with the C- then D-Types. Lyons would remain at the helm of his company until 1972, designing most of its cars in the process, up to the legendary Jaguar XJ6. He would peacefully die in 1985.

About the model

Model: SS Cars SS1 Airline coupe
Year: 1935
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.39 of its Voitures Classiques press series
Acquired: brand new, in May 2007, in Souillac, France

A simple - not many separate parts and, in this Altaya version, wheels that are a little too thick - yet elegant rendition of the famed SS1. My rating is 13/20.

Renault Fuego

First of all, a warm welcome to C.G. Michaels, our newest follower. Many among our most recent friends come from Argentina though, so today I’d like to discuss a car they know quite well.

A little history

As the Renault 15 and 17 coupes were based on the popular saloon, the Renault 12, the French company logically decided after the replacement of the latter by the Renault 18 to introduce a brand new coupe derived from the newest car. Tastefully penned by Michel Jardin under supervision by Robert Opron, it would receive Fuego as a name.

Production of the Fuego started in October 1979, replacing the R15/17 at Renault’s Maubeuge factory. Introduction would wait until March 1980 and the Geneva motor show. Most of the critics at the time concentrated on the styling. Not that it wasn’t elegant enough – on the contrary – but some judged that the new Renault unfortunately looked too similar to the Porsche 924, noticeably sharing the same concept of a rear opening glass “bubble” hatch. Furthermore, the Fuego, a much more modest car than the German machine, suffered from the comparison. On the road, the Fuego enjoyed a safe and predictable behaviour, a characteristic unsurprisingly shared with the R18. Alas, it also shared its engines, with no performance version initially offered. But in the end, the biggest problem the Fuego had to face was the fact that it simply came too late on the market. The concept of a coupe based on a mid-range saloon, powered by a large selection of engines, had been invented by the Ford Mustang then transposed to Europe by the Ford Capri. The large success that the cars designed for that niche enjoyed throughout the Seventies was quickly vanishing due to the fierce competition offered by the compact GTIs, a concept inaugurated by the Volkswagen Golf.

Renault tried to improve the performances of the Fuego by grafting to it more potent engines: a 2.0-litre block came first for model year 1981, but the car had to wait two more years for an able 1.6-litre turbocharged engine, with which it could finally reach 200 kph. That was a pity, as the Fuego had a particularly slick body ideal for high speeds. Several of its equipments were quite advanced for the time, too. Such was the case of the onboard computer, the remote door lock system (a world first, that today probably equips any single new car sold in the world) or the turbo-diesel engine, common nowadays on coupes, but an ultra-rare choice back then.

All these efforts were to no avail to save a car that was born too late. Though the Fuego cannot be called a failure, it was quickly withdrawn from production in Europe, being built until 1985 in France and 1986 in Spain. Due to the totally different specificities of the local market, the Fuego enjoyed a much longer career, and comparatively a much more successful one, in Argentina where the very last car was constructed as late as in 1992.

About the model

Model: Renault Fuego GTL
Year: 1981
Maker: Norev
Scale: 1/43
Distributed by: M6 as no.16 of its Renault Collection press series
Acquired: second hand with neither stand nor box, in July 2006, in Brive, France

Norev offers this interesting but rather old reproduction of the Renault Fuego. It is quite correct but is betrayed by its simple and poorly adjusted wheels and simplistic front end. I’d give 11/20 to this model.





Model: Renault Fuego GTX
Year: 1982
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.89 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in October 2007, in Souillac, France

Ixo’s version of the Renault Fuego is greatly helped by the fact that it is much more recent than Norev’s version. Alas, it suffers from poor adjustment of some parts - have a look at these large black lateral pieces to see how they poorly fit. This unfortunately brings my rating down to 12/20 when it could have been much higher.

Peugeot 309

A little history

At first sight, the Peugeot 309 could have appeared as a slightly larger variant of the successful 205. Actually, it wasn’t even intended to be part of the Peugeot range. After the takeover of all of Chrysler’s European operations by the PSA group, and the subsequent renaming of Simca to Talbot, plans were drawn regarding the replacement of the Horizon. The engineers at the Talbot plant in Poissy designed the Arizona for this purpose, basing their car on the Peugeot 205. Its passenger compartment was retained, but its front end was modified, while the all-new rear was lengthened. Indeed, this rear end was designed to cleared identify the car as a Talbot and, once it became a Peugeot, made it look rather odd among the rest of the range. As for its engines, the Arizona would have enjoyed the very same blocks as the 205, that is to say its noisy Simca 1100-inherited gasoline engines and its advanced small Peugeot diesels.

This, as we know, never happened. Talbot’s sales were crumbling, partly due to the reluctance of Peugeot’s salesmen to sell anything else than Peugeots. The PSA group hence decided to scuttle Talbot in 1985, putting an end to the company’s hectic half-century history, during which it had borne four different names.

Nevertheless, a prototype of the Talbot Arizona had already been built. Unwilling to waste the money spent in its development and, a tribute to the work of Poissy’s engineers, acknowledging its qualities, Peugeot chose to start the production of the car under its own name. Here was for the brand’s, but the model’s moniker was a little more arduous to determine. In Peugeot’s range, the ex-Arizona would be squeezed between its cousin the 205 and the older and larger 305. I remember wild speculations about the car’s christening at the time, until Peugeot surprised everyone by calling it the 309. At the time, it was given as a rather deceptive explanation that the company’s notchbacks would from then on receive a “-09” name.

Based on the excellent 205, the 309 could hardly be a bad car and, from its introduction in October 1985, enjoyed a well-deserved success. Comfortable, aerodynamic, economical when fitted with a diesel engine, enduring with a gasoline one, reasonably elegant for the time, the 309 was offered in a wide variety of models that included an automatic transmission variant and a GTi fitted with the same potent engines as the famous 205 GTi. Production lasted until 1993, when it was replaced by the 306. The 205 survived it and carried on for six more years. But was the 309 really gone? Not completely. A few more cars were unexpectedly assembled in India around 2000, following an agreement with the local manufacturer Premier, but this venture came to naught.

About the models

Model: Peugeot 309 GTi
Year: 1987
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.58 of its Collection Peugeot press series
Acquired: brand new, in December 2008, in Souillac, France

An extremely poorly assembled model, as only Norev knows to make when catering for press series. The fitting of the rear “bubble” window is particularly disastrous. The paint is no better. Norev earns a 7/20 here for thinking its customers are just a bunch of idiots who don’t deserve better than this in return for their money.







Model: Peugeot 309 SR
Year: 1988
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.99 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in January 2008, in Souillac, France

Very correct rendition of the 309 by Altaya/Ixo, well worth 13/20.

Auburn Speedster

So I’ve been silent during the last eight weeks, except when answering the numerous – yet always clever – messages of our new follower Gaucho Man. Persistent problems with my computer(s) got the upper hand on my good habit of writing a new post every Saturday. Laziness soon settled in afterwards. In addition to this, my trusted old camera asked for a well-deserved retirement. As of now I still don’t know if it can be repaired, but fortunately I have pictures left for a few more posts.

Now for the good news: unlike previously announced, ALL of your comments that had disappeared are now back. Where were they then? Well, er… they were here all the time, actually. When Blogspot added its new “spam” feature, about one-third of all the comments, though already approved, were randomly removed from this blog and placed without any warning into the spam folder… which I never had a look at.

So, to end a long period of silence, I chose an exceptional automobile today. But before we start, as per tradition, welcome Gaucho Man (I can only advise you all to visit his own, very nice blog!) and Tunning66 (interesting blog too).

A little history

Auburn was just one among the dozens of minor automobile manufacturers that had spread across America and were lucky enough to somehow remain in business for some reasonable amount of time. From its founding in 1909 in the small Indiana town after which it was named, the existence of the little company was essentially a tale of survival. Fifteen years later, amid a dire recession that struck hard at the American car industry, Auburn seemed to have met the end of the road.

That was at this exact time that a saviour entered the scene, in the improbable guise of a twenty-nine-year-old man. His name was Errett Lobban Cord. The young folk boasted that he had already twice made a fortune worth a million dollars – and lost it in both occasions. Now he had the opportunity to succeed a third time, and have his name written in all automobile history books in the process.

When Cord was offered to manage the company by its Chicagoan owners, Auburn’s coffers were as empty as its factory was full of unsold cars. The daring young man struck a deal which would actually give him control of the company if he could save it – it took only four years until, by 1928, Auburn became his. How did he succeed? By considering styling an important factor in the power of attraction a car can have towards its potential customers. Though it seems commonplace today, styling was virtually non-existent back then. Cord’s genius resided in a very simple idea: to repaint all the unsold cars with a striking two-tone paint job – all soon found owners. Thanks to this fresh input of cash, Auburn was ready to introduce new models and, once again, styling would be seriously considered. Though a complete range was made available, it was the Boattail Speedster, also launched in 1928, that caught most of the attention – so much that this particular model seems to typify Auburn as a whole. Production increased dramatically, allowing E.L. Cord to form a new Cord Corporation in 1929 in order to manage the many companies he now controlled. For Auburn was just one among one hundred and fifty concerns he owned by then! Checker, the well-known taxi builder, was another one. And so was Duesenberg, which would acquire immense prestige as a luxury brand under the Cord Corporation’s guidance. And obviously, technologically advanced automobiles would also be built under Cord’s name. Most engines were provided by Lycoming, another member of the group. Indeed, its activities extended well beyond automobile to cover all forms of transportation, including a shipyard and several aviation-related concerns (among the latter was the future American Airlines). Alas, though many they were, most of these companies were of too limited a size to survive in a highly competitive environment. And a few months after the Cord Corporation had been formed, the Wall Street crash announced renewed hardship.

Auburn was the “volume” car manufacturer among the company – that is to say that all the automobiles Cord produced were rather exclusive. Sales were plummeting, though E.L. Cord and his team made them more attractive than ever. Tastefully penned, well appointed, fitted with powerful eight or even twelve-cylinder engines (the company advertised its models as the only V12s below $1000) the Auburns of this era are the best remembered nowadays – but still, they didn’t sell well in these difficult times. The most extraordinary of all would appear shortly before the final collapse of the group: it was the 1935 Auburn 851 Speedster, soon followed by the identical 852, boosted by a supercharger and graced by Gordon Buehrig’s elegant styling. The number of replicas mimicking this extraordinary car says it all about its place in automobile history.

Nineteen thirty-seven marked the last year for all of Cord’s automobiles – except, ironically, for the less flamboyant, the Checker, which regained its independence and survived for almost half a century. Gone were the Auburns, the Cords and the Duesenbergs. The aviation companies were in much better shape, allowing E.L. Cord to sell his corporation for a hefty sum that he soon had fructified by investing, wisely enough, in Californian real estate and the nascent television network.

A personal note

Driving once through Indiana I decided to stop in Auburn to see the famous Auburn-Cord-Duesenberg museum, installed in what were Auburn’s headquarters. Unfortunately by the time I arrived there it was evening, so I would have to wait until the morning for the opening. After checking two of them, I found that motels in Auburn were terribly expensive for my limited budget, so in the end I got back to the highway and continued towards Detroit. I ended up sleeping in my car - yep, obviously it was winter. Anyway, drooling at three of the company’s models through the building’s window was well worth stopping by. But I still hope that one day I’ll finally have the opportunity to visit this museum!

About the models

Model: Auburn 12-161 Speedster
Year: 1933
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.20 of its Voitures Classiques press series
Acquired: brand new, in June 2006, in Souillac, France

Though the 852 is probably the most famous Auburn, Ixo chose this slightly older Speedster for Altaya’s series about classic prewar cars. I have to praise the Chinese company for its original choice, and for the good quality of its model. Despite this, I saw a little paint defect when I took these pictures, but to be frank it’s hardly noticeable. My rating is 14/20.







Model: Auburn 851 Supercharged Speedster
Year: 1935
Maker: Ertl
Scale: 1/18
Distributed by: Ertl
Acquired: second hand with neither stand nor box, from the estate of a late fellow collector, in December 2006, in Manila, Philippines

Who could guess that actually the beautiful 851 Speedster was nothing else than a stopgap, masterfully designed by Buehrig by combining the front end of the year’s Auburns with the Boattail bodies that remained unsold from the previous year? Far from its usual muscle cars, Ertl has made a very elegant rendition of this car, well worthy of the original. My rating is 15/20.