A little correction

In case some of you were sulking :) after reading my answer to our friend komenda in the post dedicated to the Biscuter, in which I stated that "I don't appreciate" the Ferrari Enzo or the Lamborghini Murcielago - a statement which was meaningless in the context anyway - please read instead "appreciate" or "don't dislike". It seems that I mixed up these two while writing my answer... with disastrous effects!

By the way I forgot to renew with the tradition of greeting our newest followers in my last post. So, welcome keko! It's a very nice blog you have! ;)

Chrysler Sunbeam

A little history

In poor financial state during the Sixties, the Rootes group was taken over by Chrysler, eager to build for itself the same kind of global empire its main rival General Motors and Ford already had at their disposal. Alas, as we already discussed earlier, Chrysler was soon moribund itself. Furthermore, the American giant multiplied mistakes in its management of its European subsidiaries: throwing away the old Rootes nameplates to which the British drivers were attached in order to make space for the lone “Chrysler” name, sacrificing the traditional Rootes quality on the altar of cost... you can check here for a few additional idiocies perpetrated under American “direction”. By the mid-Seventies, with its coffers desperately empty, the former Rootes group’s production was limited to the old Imp, the old Hunter and the not-so-old-but-rapidly-becoming-older Avenger. See the picture?

Chrysler’s big shots got an idea to insufflate new life into the dying body of the old firm. They approached the British government and blackmailed it: if public funds would not support the company – in other words if the taxpayer’s money would not pay for the American management’s blunders – the factory would be simply closed. The economic circumstances were perhaps more problematic in Britain (and yet more in Scotland where the factory stood) than they were in the rest of the world at this time, so the government, eager not to send more people to the dole, signed the check. The financial effort was certainly a large one for the government, but was still insufficient to alleviate Chrysler’s disaster. If it allowed to introduce a new model, simply called the Chrysler Sunbeam, this car was nothing more than a stopgap.

The Sunbeam was a compact hatchback, only available with three doors. Though the body was brand new, under the skin virtually all components were carried over from previous models. The platform was a shortened version of the Avenger’s one, which meant rear-wheel-drive was retained at a time when most popular cars had turned to FWD. Surprisingly, it would have been easy to draw parts from Chrysler-Simca as Chrysler’s French subsidiary then had most of its models powered through the front wheels, though this wasn’t the company’s choice. Base engine was the small 900cc already provided by Coventry Climax for the Imp, and a larger 1.3-litre block.

The Chrysler Sunbeam was ready for the 1978 model year, a precious addition to a range from which the Imp and the Hunter were now absent. Despite its limitations (anaemic base engine, limited range, unpractical rear hatch) the new car appeared fresh enough to sell in decent numbers. Nonetheless it would probably be forgotten today if not for its performance versions. In early 1979, Chrysler applied the Volkswagen Golf’s methods and introduced a Sunbeam Ti, fitting into the small car a 100-hp, 1.6-litre engine lifted from the Avenger. An even more potent version of the Sunbeam was just a few weeks away: the Sunbeam Lotus. Chrysler had secured Lotus’ help to design a very special version of its car, aimed at rally racing. Lotus squeezed its own 2.2-litre engine, good for 150 hp under the bonnet.

As it turned out Chrysler would never see its Sunbeam race in rally racing. Before the development of the car was over the whole European subsidiaries were turned over to PSA. They were not even sold, considering their extremely poor state, but given instead, the only requirement for the French group being to shoulder their huge debts.

By mid-1979 Peugeot revived the old Talbot name in order to replace the Chrysler badge on all the products it inherited from the American company. The British models were condemned, though they were kept in production for the time being. Peugeot made good use of the Talbot Sunbeam Lotus, which after initial successes during the 1980 season went on to win the whole world championship for manufacturers in 1981 (Ari Vatanen got the driver’s title at the wheel of a Ford). Nonetheless the car was now in its very last year. All the remaining “genuine” British models, the Sunbeam and the Avenger, were removed from the range at the end of the 1981 model year. Production of the Sunbeam stood at 200,000, with about 2,200 of these being of the famed Lotus variant.

About the model

Model: Talbot Sunbeam Lotus
Year: 1981
Event: 1981 Rallye do Brasil, driven by Guy Fréquelin, navigator Jean Todt (finished 2nd overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.20 of its Voitures de Rallye de Collection press series
Acquired: brand new, in December 2004, in Souillac, France

A very average job from Ixo for Altaya. The all-red rear lights of this version are particularly annoying. I'll give a 9/20 to it, no more.

BMW 326, 327 and 328

A little history

Business is naturally bad when you’re an aircraft engines manufacturer but are barred to build aircraft engines. After World War One, the victorious Allies virtually forbid any activity to the then powerful aeronautical industry of Germany. Though some restrictions would be later eased, companies which specialized in engines had to recycle themselves into other peaceful activities. Being a firm focused on mechanical construction, BMW intended to not venture into unknown territory. In 1921, the Bavarian company started producing a portable boxer engine for industrial use. During the following year, it took over BFW, an aircraft manufacturer equally affected by the Versailles peace treaty’s clauses. BFW had tried, without much success, to convert itself to the production of motorcycles under the names Helios and Flink. Despite their deficiencies, BMW retained the vehicles’ construction, gathering valuable experience and, in 1923, introduced its own design, the R32 fitted with a boxer engine and a shaft drive transmission replacing the traditional chain, a trademark of all subsequent BMW motorcycles. By 1928 BMW had already made itself widely known for the quality of its motorcycles. The next logical step would be to build four-wheel vehicles.

As it had been the case with motorcycles, BMW didn’t create its own outright automobile design from the start. In late 1928, it purchased the Eisenach company - known for the production of the Dixi car - from Gotha, a rolling stock manufacturer which is nonetheless better known for its giant bombers attacking London during World War One. Once again, the transaction occurred among the narrow circle of former aeronautical companies of the vanquished German empire.

Though it had once produced its own designs, Eisenach was reduced since 1927 to build an Austin Seven under licence. As it had done after the BFW takeover, BMW kept the car in production as the BMW-Dixi 3/15. This popular automobile was a deceptive omen for things to come though, even if BMW gave a glimpse of its own future by adding a sporting derivative of the Dixi, the 3/15 Wartburg, in 1930. In 1932, the manufacturer felt sufficiently confident to introduce its first design, the 3/20. As early as 1936, when the 326 was introduced, BMW was known as the producer of mid-range automobiles, performing well, rather expensive but extremely well-built.

The German public had its first look at the 326 model at the Berlin motor show in early 1936. This was BMW’s first four-door saloon, and with a 2-litre straight six engine, the company’s largest car to date. Performances were very interesting, thanks to two carburettors allowing a 50 bhp output. In 1937, a more potent 327 version was introduced. Only available as a two-door coupe or convertible, the 327 sat on a shorter chassis and enjoyed a more streamlined body, enough to bring the car to 125 kph with only 55 bhp. For those who wanted yet more action – and for most of them, those who wanted to race – BMW presented the 328 in April 1938. Output hopped forward to no less than 80 bhp, enabling a 150 kph top speed. The 328 was indeed a head-turner back then, and has become a classic since then.

Production of all BMW cars continued until 1941, when all German companies were asked to concentrate themselves on the war production. This didn’t help though and, as everybody knows, the Reich crumbled a second time in 1945.

For BMW, the situation was even worse after World War Two than it had been one conflict earlier. Production was restarted in Munich, the company re-centering its activities to Bavaria for the main Eisenach plant in Thuringia had felt into Soviet hands. Utter confusion arose when it appeared that the Russians too had put the prewar BMW models back into production. Years of legal struggle followed, the Western half of BMW refusing to see lower-quality Eastern cars being exported under the same name, at the risk of destroying its reputation. The dispute was settled in 1952 when the East Germany company changed its name to EMW.

BMW produced its 326 range until the introduction of a brand-new 501, in October 1952. On the other side of the border, BMW/EMW replaced its prewar saloon by an updated 340 as early as 1948, but kept it longer in production, the last of these relics leaving the Eisenach factory as late as 1955 before being succeeded by the first Wartburg car. Interestingly, the 327 also remained in production until 1955. Quite a paradox for this iconic sportscar of the Thirties to end up being constructed in a communist country!

About the model

Model: BMW 327
Year: 1941
Maker: Detail Cars
Scale: 1/43
Distributed by: Detail Cars
Acquired: brand new, in June 2005, in Manila, Philippines

This model is certainly one of the most tasteful ever produced by the defunct Italian die-cast maker Detail Cars. It is beautifully crafted and nicely assembled (quality of workmanship is often a problem with Detail Cars models): 15/20.

Reynard 2KQ

Today something totally different from the last featured car.

A little history

Once a major name in open-wheeler racing, Reynard’s fame was still untarnished by the late Nineties, after a quarter of a century in activities. Nevertheless huge amount of money had been lost in hazardous projects, notably two forays into Formula One: an aborted one under its own name a few years before, and a disappointing association with the new BAR team. Though all-dominant across the Atlantic in Indy-type series, Reynard had been eliminated from the Formula Three scenery, once its domaine reservé. That’s the time Reynard chose to enter the sportscar’s scene. Having no experience whatsoever in this field the British company started in 1999 by buying Riley & Scott, which was running prototypes at that time. Alas the purchase came at a high price and the knowledge of the American company proved too limited to challenge the ruling Audis – that the abysmal Cadillac spyder was in fact a Riley & Scott chassis says it all. The first Reynard prototype, the 2KQ model from 2001, was a failure. Facing serious financial problems, Reynard declared bankruptcy in early 2002. Ironically, after Reynard’s demise the original 2KQ design and the more evolved 02S were adopted and further developed by several teams, most notably Zytek, which made its own cars fairly competitive during the following seasons.

About the model

Model: Reynard 2KQ-LM - Volkswagen
Year: 2001
Event: 2001 Le Mans 24 Hours, driven by Jordi Gené, Jean-Denis Deletraz and Pascal Fabre (finished 5th overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.35 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in February 2005, in Souillac, France

Not my favourite model but it’s true that it isn’t the period I like the most either, so I’m probably biased. My rating is 12/20.

Biscuter 100 and 200

You probably missed this detail, but today is this blog’s first anniversary. I’ll celebrate by, well, no more than resuming its writing, after a very long break… New posts will follow every other day, no longer on a daily basis as this solution proved extremely time-consuming, and even stressing as I had to respect a deadline every evening.

Another reason for giving up this daily rate of output is the fact that I would soon run out of pictures to post. I need acceptable shots of all the various die-casts of a single car in order to prepare a new post, but lack yet pictures of most my 1/18, 1/72 and 1/87. I tackled the boring toil some months ago, only to lose several thousands of freshly-taken pictures when the hard drive of my laptop irremediably broke down. Obviously, I’m not in a hurry to do it all over again, so for the meantime I’ll have to do with what I have on hand.

Nonetheless, here is something for you all, though I shall admit more specifically aimed at those among you from across the Pyrenees. And by the way, welcome to all those who decided to follow this blog during these five months of inactivity, only to find that it was then in a state of deep coma…

A little history

Though he stopped designing aircraft following World War One, and abandoned automobile construction after going bankrupt in 1937, Gabriel Voisin never granted his prolific mind a rest until he died in 1973. After World War Two, recognizing the need for a minimal car, he introduced his C31 “Biscooter” prototype during the 1949 Paris motor show, an open four-wheeler fitted with a 200 cc Gnôme & Rhône engine. Alas, despite further development, this car would be no match for the new Citroën 2CV, as simplistic as the Voisin was, but a real automobile indeed…

This could have been the last we ever heard of Gabriel Voisin’s final automobile. Nonetheless some in Spain saw a true potential in it. The country’s relative isolation and its then-low level of development made the Biscooter an ideal car for the masses. By 1953, construction of the little car, which name had been hispanicized into “Biscuter”, started in San Adrián del Besós near Barcelona in the facilities of a newcomer, Autonacional. The powerplant initially considered had given way to a mono-cylinder Villiers of similar displacement, built under license by Hispano. With 9 hp, high performances were out of the question, but still adequate given the low weight of the car - only 240 kilograms thanks to the extensive use of aluminium. At any rate, economy was all what mattered. One drawback of the Biscuter was the absence of a reverse gear, forgotten by an all-too-simplified gearbox.

Despite its limitations the Biscuter soon became a common sight on Spanish roads, mainly due to the absence of any competitor. As most iconic automobiles, the Biscuter, rapidly nicknamed the “little shoe” (zapatilla) became equally loved and loathed. A modified transmission soon offered a reverse gear (actually, three reverse gears, no less) and new versions enlarged Autonacional’s offer: an estate in 1955, and an elegant convertible in 1957. Though much different in size and standing, the latter offered a strong similarity with the exclusive Pegaso, particularly from up front, which did not escape the eyes of the Spanish motorists who soon dubbed it the “Pegasin”.

Built by the thousand, the days of the Biscuter would nevertheless rapidly come to an end. After the uncertainty of the years immediately following the war, the standard of living was rapidly increasing in Spain, putting the cheapest Seats within reach of a growing share of the population, particularly after the release of the 600 model, in 1957. The Biscuter lingered for some more time before retiring in 1960 when its very reason to be had evaporated. Its total production is estimated from 10 to 12,000, most of the simple “zapatilla” design.

About the model

Model: Biscuter 100
Year: 1954
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.77 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in April 2007, in Souillac, France

You probably already read some of my previous comments about how Altaya shamelessly extended its series about Fifties to Seventies French cars by throwing in some odd models which have not much to do with the subject. What to say about the Biscuter, a car exclusively built for its native Spain? Yet for a collector who likes originality this model has plenty to offer. It is rather well done, though its Andorran plates seem rather out of proportions. My rating is 12/20.

Chaparral 2

A little history

Jim Hall was already acknowledged as a talented pilot when he proved an equally skilled engineer. The year was 1963, and the young Texan was just finishing his first complete season in Formula One. Having recorded some promising results at the wheel of a private Lotus, he was courted by several teams for 1964… but never returned – he already had other plans.

Actually, during the very same season, Hall had raced the first real machine he had designed on the American sportscar’s stage, the Chaparral 2. A very innovative car, this Chaparral, named after a Texan bird specie, was a spyder built around an inventive semi-monocoque structure carrying a fibreglass body drawn with aerodynamics in mind. Power was provided, as it was customary with most American racers of the time, by a small block V8, namely a Chevrolet. Fed by four two-barrel Weber carbs, it was good for about 420 bhp. This huge amount of power passed through a Colotti 4-speed gearbox before reaching the rear wheels.

Soon Jim Hall’s approach proved successful. Constantly improved thanks to Chevrolet and Firestone’s supports, and even more to Hall’s methodical ways which pushed him to experience ever new ideas on his cars, the Chaparral 2 soon was the car to beat. The original 2 was followed by the closely-related 2B and 2C, the latter riding on an aluminium chassis. Chaparral also replaced the gearbox his car originally used by a self-developed automatic transmission, a rather uncommon characteristic that would become its trademark for years to come. After three seasons, the Chaparrals had won 22 of the 39 races they had entered, which gave Hall even more ambition.

A logical step for a highly successful entrant in a national competition is to advance to the international level, that is, in Hall’s case, the World Championship for Makes. At the same time, a brand new championship for V8-powered spyders was being organized in North America, the CanAm. Which one would Hall next set his goal on? The Texan didn’t even choose – he decided to enter both in 1966.

In endurance racing, Chaparral’s car would be the 2D, a small coupe capitalizing on Hall’s experiences in the field of aerodynamics. After showing unfulfilled promises during the two first races of the championship, a large air intake was added to the 2D’s roof and the car was sent to Europe. Facing large and potent opponents of the likes of Ferrari and Ford, the Chaparral won the 1000 km held on the twisty Nürburgring circuit. Unfortunately, the 2D was rather unreliable and this extraordinary success remained an exception.

In CanAm, the 2E spyder pioneered the use of a high-mounted wing which added downforce directly to the rear axle. Actually Hall wasn’t the first one to imagine the benefits such an aileron could generate – as early as 1956, Michael May (another pilot-engineer, this time from Switzerland) had provoked much laughter by fitting such a peculiar contraption to his Porsche 550 spyder for a race at the Nürburgring. No one laughed anymore when May threatened even the fastest competitors during practice. As a result the other teams asked the organizers to ban May, which they did… at the same time postponing a crucial development for motor racing by a dozen years.

The experience of both the 2D and the 2E were incorporated into the design of the 2F, Chaparral’s endurance racer for 1967. Another coupe, the 2F was equipped with a huge movable wing – having his left foot available thanks to the use of an automatic transmission, the pilot would depress a pedal in long straights in order to set the wing flat and generate minimum drag then, approaching a curve, he would release it – the wing would then flip into an angle, increasing both drag, which assisted braking, and downforce, which helped cornering. Unfortunately, the 7.0-litre, 525 bhp Chaparral 2F was as fragile as its predecessor the 2D, and would have demonstrated nothing if not for an unexpected victory at the BOAC 500 at Brands Hatch, the very last race of the season.

Chaparral two-pronged effort saw the team entering a 2G spyder in CanAm, but the McLaren racers were rapidly gaining momentum and were increasingly impossible to beat. The FIA having banned prototypes of more than 3.0-litre displacement for the 1968 endurance season, Chaparral could concentrate on the CanAm, but the 2G, then the 2H (the “Great White Whale”) which replaced it in 1969, proved disappointing.

In 1970, Chaparral took the CanAm world by storm with the 2J, which seemed finally able to shake McLaren’s utter supremacy. The 2J was powered by 7.4-litre Chevrolet V8 delivering about 680 bhp, but the reason of its success wasn’t there. A second engine, a tiny Rockwell twin placed at the rear of the car drove two large fans which literally sucked the car onto the road – in theory, so much suction force was generated that, turned upside down, the car could have stuck to the ceiling of a room… Practice times recorded by the 2J were astounding and, though the car was rarely able to finish a race, there was much moaning in the paddock against Chaparral. Near the end of the season, McLaren and other CanAm entrants were able to convince the organizers that the side skirts used by the 2J were illegal, and the car was banned. Seeing its progressive approach forbidden, Chaparral retired from racing.

About the models

Model: Chaparral 2D - Chevrolet
Year: 1966
Event: 1966 Nürburgring 1000 km, driven by Phil Hill and Joakim Bonnier (finished 1st overall)
Maker: Del Prado, or whoever builds models for Del Prado
Scale: 1/43
Distributed by: Del Prado through an unknown Japanese press series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

This Chaparral’s main weakness is its ugly wheels, Del Prado’s traditional Achilles’ heel. As the rest of the car is nothing more than average, I cannot give more than 9/20 to this model.









Model: Chaparral 2D - Chevrolet
Year: 1966
Event: 1966 Le Mans 24 Hours, driven by Phil Hill and Joakim Bonnier (retired)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.50 of its Les Monstres Sacrés de l'Endurance press series
Acquired: brand new, in December 2011, in Souillac, France

Same car, a few weeks later in the Sarthe. I didn’t have on hand the necessary tools to unscrew the car from its stand when I took this photo, so I’m afraid you’ll have to wait for more pictures! Likewise, I’ll wait until I have a better look at the model to give it a rating.



Model: Chaparral 2F - Chevrolet
Year: 1967
Event: 1967 Le Mans 24 Hours, driven by Phil Hill and Mike Spence (retired)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.8 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in September 2005, in Souillac, France

Altaya chose to include this historical model in its Le Mans series, despite the fact that it isn’t a winner. The Spanish company shall be praised for this decision, though Ixo’s rendition of the 2F isn’t among its best works. My rating is 11/20.