Bentley EXP Speed 8

A little history

Following its takeover by Volkswagen, Bentley returned to motor racing. The old company had left any direct involvement in endurance in 1928, and had won its last Le Mans 24 hours two years later. Though being known as the dominating force in sportscar racing during the Twenties, this experience could hardly help… Therefore the Bentley effort was heavily based on the R8 raced by sister company Audi. The British car, the EXP Speed 8 (the name was voluntary reminiscent of its famous ancestors), was designed by Peter Elleray and built by RTN, a company linked to the VAG group, which had already constructed the short-lived and rather unsuccessful Audi R8C coupe. Bentley chose to run a coupe in LMGTP class, the only of its kind among a field of open cars. Power came from the 3.6-litre twin turbo V8 lent by Audi. Bentley's goal was to win Le Mans once again, and a three-year program was set up to fulfil this aspiration. The Sarthe race being the only objective for the British company, the Audi R8 would be left without competitor in all the other events of the season.

Bentley’s first (modern) try at Le Mans took place in 2001. Two cars were entered, but the Audi R8 proved too serious a competition. Though one EXP Speed 8 retired after being destroyed by a fire, its companion finished 3rd, obviously winning its class as the only entrant. For 2002, Bentley decided to compensate its disadvantage by enlarging its car's V8 to 4.0 litres. Nonetheless the team felt it still had a lot to learn, and entered only one car at Le Mans in order to concentrate on the last scheduled attempt of its program. This lone racer finished 4th.

The EXP Speed 8 was much improved for 2003, emerging simply as the Speed 8. Two cars were unexpectedly entered at Sebring to prepare for their big rendezvous with Le Mans. They finished the Florida event as 3rd and 4th. The VAG management, which wanted a Bentley victory in the Sarthe for publicity reasons, did everything it could to let the British team win. Works Audis were a no-show, while both Joest Racing and Audi's star driver Tom Kristensen threw their precious help behind Bentley. Without much challenge, the two British cars finished 1-2. Mission accomplished, though gallantry somewhat left to be desired…

About the models

Model: Bentley EXP Speed 8 - Audi
Year: 2001
Event: 2001 Le Mans 24 Hours, driven by Andy Wallace, Butch Leitzinger and Eric Van de Poele (finished 3rd overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.4 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in May 2006, in Souillac, France

Excellent when compared to other models of the first Le Mans press series released by Altaya. Decoration is superb, details well done. My rating is 14/20.







Model: Bentley Speed 8
Year: 2003
Event: 2003 Le Mans 24 Hours, driven by Tom Kristensen, Rinaldo Capello and Guy Smith (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.21 of its Les Monstres Sacrés de l'Endurance press series
Acquired: brand new, in October 2007, in Souillac, France

Great model considering the price. Quality of this newer Altaya series is virtually on a par with genuine Ixo models, so there isn't any reason not to give a 15/20 to this fine die-cast.

Dino 206 and 246

A little history

The company from Maranello decided early on to reserve the “Ferrari” name to V12 cars exclusively. When a V6 was designed, it was named “Dino”, honouring the memory of Enzo Ferrari’s late son Alfredo, whose nickname was Dino and to whom is credited the idea of this very first V6.

For several years Dinos were racing cars, but the idea of building a cheaper road-going GT powered by a similar V6 was tempting enough. Engineer Vittorio Jano was its main proponent, but he insisted on a central engine – Enzo stubbornly refused. Jano’s resolve finally won over Ferrari’s obduracy.

The first Dino would be the 206 GT, introduced at Turin in 1967. Aurelio Lampredi had converted the V6 racing engine for road use; it sat in a central, transversal position on the chassis. Though officially rated at 180 hp, its actual output should have been closer to 160 hp. With all-independent suspension and disk brakes on all four wheels, the handling promised much, but styling wasn’t neglected. Pininfarina signed a perfectly balanced design, reminiscent of the racing Ferraris of the time, bulged over the wheels, extended up front by a long protruding nose flanked by headlights set deep in the wings, and pierced by side air intakes that were so appreciated that they would be carried over several generations of Ferraris. Entirely made of aluminium, the body was built at Scaglietti’s, a long-time partner of Ferrari. Though a Ferrari design, the Dino V6 engine wouldn’t be made in Maranello either. After an agreement had been signed allowing its use in the Fiat Dino car, the Italian giant took over its construction, and sent back to Ferrari the blocks needed for the Dino 206.

In this initial form, the junior Ferrari was produced until the end of 1969 in small numbers, sales being hampered by the reputation for unreliability its engine soon earned. To correct this problem, the alloy-built 2.0-litre was replaced by a more durable cast-iron 2.4-litre V6 for model year 1970. Fiat followed suit and adopted the new engine for its Dino model. Ultimately, this block would also equip the Lancia Stratos a few years later. Though heavier, this engine was also more powerful, even if Ferrari’s claimed figure of 195 hp was probably over-estimated once again. Now dubbed the 246 GT, the car’s sales finally took off, even more after a convertible version, the 246 GTS was introduced in 1972. Rather than a true “spider”, the GTS was rather a removable-top “targa”, if it isn't a disgrace to describe this car with a term coined by Ferrari’s archrival.

The Dino 246’s production ended in 1974. A 4-passenger Dino 308 GT4 had been introduced shortly before, but its highly controversial design, atypically signed by Bertone in the angular style this studio had became known for, was universally rejected. This failure, coupled with the everlasting difficulties Ferrari had to sell a car bearing neither its famous name nor its prancing horse, drove the company into discarding the Dino brand. The 246’s real successor, the 308 GTB introduced in October 1975, was a Ferrari, while the clumsy 308 GT4 was renamed Ferrari during the following year.

About the model

Model: Dino 246 GTS
Year: 1972
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.7 of its Ferrari Collection press series
Acquired: brand new, in September 2005, in Souillac, France

My regret, as of now, is to have let passed the opportunity of purchasing a nice model of a 206 GT coupe a few years back. Therefore I have to content myself with this Altaya-distributed 246 GTS. This model isn’t bad, but suffers from that common flaw many models by Ixo share: either the body shell lacks detailing, or the paint is thick and hides these details, I don’t know for sure, but there’s definitely something disturbing. My rating is 11/20.

Citroën Visa

A little history

The Visa was the first totally new car launched by Citroën after the company had been taken over by Peugeot in 1974. Though some aficionados of the double chevron found it unworthy to bear their favourite nameplate, the Visa was very much a Citroën. Though based on the Peugeot 104 saloon’s platform, it had unmistakeable Citroën styling with rear wheel arches similar to those of the GS or CX, the traditional flat-twin, and the long-travel independent suspension that made the ride in a 2CV so typical. Nonetheless the upper Visa, called the Super, received a water-cooled inline four displacing 1.1 litre, that the 104 lent to its sister-in-law – this version attracted much of the critics for being “too much Peugeot”.

The main downside of the Visa was perhaps its controversial styling. Extensive use of plastic and a convoluted front end were pointed at. On the other hand economy, spaciousness, comfort, handling were often cited among its qualities. Only on the long term should a tendency to rust and difficult maintenance be discovered.

Launched in October 1978 during the Paris motor show, the Visa was intended as a badly needed replacement for the Ami, then seventeen-year old. In fact, it also seriously overshadowed the Dyane. Supposedly the 2CV’s successor, the Dyane did not resist this competition and retired in 1983.

In March 1981, Citroën addressed some of the remarks regarding its car’s styling by introducing a Visa II – the numeral intended to mark the break with the first series. It was essentially a facelift conducted by Heuliez. The coachbuilder simplified the complicated grille, which not only attracted critics but also dirt, and added some plastic mouldings intended to make this narrow, tall car appear wider. The very same Heuliez would also develop a four-door convertible version, a rather rare body type since the end of World War Two, which was sold from 1984. Indeed, the Visa range started to extend exponentially during those years, even if the car was slowly approaching its retirement. Its main developments included a diesel version powered by the well-born BX engine, noted for a time as one of the most economical automobiles in the world; sporty versions including the GT (1.4-litre, 80 hp), the Chrono (1.4-litre, 93 hp), the GTi (1.6-litre, 105 then 115 hp), and the Mille Pistes (1.6-litre, 112 hp, four-wheel-drive). The latter was the homologation version of a nimble rally car Citroën had developed from its Visa. Despite its unlikely starting point, the Mille Pistes proved an efficient and affordable machine for many private entrants. Citroën also created a challenge opened to all female would-be-pilots, supporting the winning pair for the following season. Another derivative was a little van intended as a replacement for the Acadiane: the C15, introduced in 1984. It retained the front half of the Visa, but owed much to the BX, receiving its 1.7- then 1.9-litre diesel engines and its tough rear axle.

These many new additions to the range maintained some interest in the Visa, but it was nonetheless nearing the end of the road. In late 1986, the AX was unveiled. More pleasing visually, the new car had been designed to appeal to a wider number of motorists – but it also lost in the process both the originality and cleverness that were traditional Citroën qualities. A few Visa models were produced up to 1988. Was the Visa dead? Not completely, for the C15 van had encountered an incredible success. Economical, rugged and roomy, it offered excellent value for money. Citroën kept it in production until 1996, when the Berlingo was launched as its replacement. Was the Visa-based C15 dead then? Still not! Customers were still far too many to close its production line, which was moved to Citroën’s Spanish and Portuguese plants, where it was built until… December 2005! Received with scepticism in 1978, the Visa and its derivatives were actually built for more than twenty-seven years in 2.5 million copies.

A special mention should be made of the Oltcit. In 1976, Citroën signed a partnership with the Romanian government planning the construction of an automobile factory in Craiova. Plans were grandiose, forecasting 300,000 cars of various models being built every year. Actually, the harsh conditions dictated by the Ceaucescu government, widespread corruption of local officials and abysmal construction quality condemned the only car ever built in Craiova, the Visa-based Oltcit. Lengthy delays meant production of this two-door variant of the French car didn’t start until 1984. Cars exported as the rebadged Citroën Axel, under the terms of the agreement, were basically rolling scrap. I seldom saw any when new, and these didn’t last long before being sent to junkyards, the natural habitat of this uncanny breed.

About the models

Model: Citroën Visa II Super E
Year: 1981
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.88 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in October 2007, in Souillac, France

Just when you thought Ixo had improved the quality of the models it sold through Altaya's press series, came this model. Up front, nothing really bad – this die-cast is even nice. But from the rear, gosh… The ugly all-red lights just spoil the whole model. My advice for those who would purchase this car is to always try hiding its awful side when placing it onto your shelf... Furthermore wheels seem gigantic. My rating is 9/20, no more.







Model: Citroën Visa II Chrono
Year: 1982
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.57 of its Passion Citroën 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.

Too bad I was unable to acquire many of these models from Atlas’ press series. Provided by Norev or Universal Hobbies, most of them look great, and this Visa Chrono is no exception. A little detail about the real car: it was produce in limited quantities (four hundred perhaps – I cannot remember for sure) which were individually numbered. The game back then, when you spotted one, was to check its number, painted on the left front door. I’ll give 13/20 to this model.

Porsche 936

A little history

As we have previously seen, Porsche left sportscar racing after 1971. The German company would not totally abandon endurance racing though, but rather concentrate its efforts on GTs. Successive evolutions led to the turbocharged 935, a car that didn’t have much in common anymore with the road-going 911. Endurance racing was now competed by Group 5 (GTs) and Group 6 (sportscars) machines, hence the name of Porsche’s thoroughbred: “930” engine type + Group “5” = “935”. But for 1976, Stuttgart announced a new car satisfying the rules of the fastest class: with a similar engine, but classified as a Group 6, the new entrant was logically called the “936”.

Though a brand new car, the 936 relied heavily on Porsche’s long experience in endurance racing. The engine, as we said, was the trusted 930, a 2.1-litre flat six which offered 540 hp thanks to a single turbocharger. A 1.4 handicap ratio being imposed on supercharged cars' displacements, the 936 was therefore just under the 3.0-litre limit.

This engine was fitted to a chassis that was closely derived from the 917’s, the last sportscar Porsche had built at the time. Many other elements were borrowed from its predecessor, so from the very start, and despite some resemblance, the 936 had more to do with the prototypes of the previous generation than with the 908, still entered then by private teams. From the very start, Porsche decided to limit the 936’s production to a handful of machines that were all reserved for the (virtually) works equipe, the Martini Racing Team. Its intention was to force private teams into purchasing its 935. Those who still wanted to race a Porsche in Group 6 would have to contend themselves with updated 908s.

From their very first outing the 936s proved the cars to beat on the depressed endurance stage of the mid-Seventies. Ageing Mirages and under-funded Lolas couldn’t do much to contest Porsche’s supremacy. Only Alpine’s cars, thanks to Renault’s full support, could match their German rivals. During 1976 they still lacked preparation, but a gallant fight was expected at Le Mans in 1977. Porsche won, but Alpine returned with a vengeance for the 1978 event when, from the very start, Porsche found that its scheduled pace was about ten seconds per lap slower than Alpine’s. Alas, the French team's triumph would lead nowhere as Renault announced its withdrawal from endurance racing at the end of the season, with the intention of concentrating on Formula One.

Without rival, Porsche limited its efforts during the two following seasons. Its 936s all had to retire during the 1979 Le Mans, but its 935 GTs saved the day. In 1980, Jean Rondeau’s handmade prototype gave France its first overall victory at Le Mans in three decades, beating the weak German attempt. Porsche finally reacted in 1981, revamping its old 936 and fitting it with a 2.6-litre engine. This more serious try brought restored success in the Sarthe for the German brand which, from the car's introduction to that point, had won all world championships for makes...

For 1982, Group C cars were introduced by new regulations. Porsche was ready with its 956, powered by the 2.6-litre engine first tested by the 936. As Stuttgart’s management decided to reserve the 956 to its works team during its inaugural season, private teams received 936s they updated and re-bodied in order to fit the new rules. By 1983 though, the 956 was put on sale, and many teams placed orders, discarding their older machines. The 936’s career was at an end, but its glorious successor’s one was just at its onset.

About the models

Altaya successively offered all Le Mans-winning 936s. Here they are:

Model: Porsche 936
Year: 1976
Event: 1976 Le Mans 24 Hours, driven by Jacky Ickx and Gijs Van Lennep (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.27 of its Les Monstres Sacrés de l'Endurance press series
Acquired: brand new, in October 2007, in Souillac, France

Correct reproduction, average quality. As with the two following models, some minor problems with the decals, but nothing easily noticeable. My rating is 12/20.







Model: Porsche 936/77
Year: 1977
Event: 1977 Le Mans 24 Hours, driven by Jürgen Barth and Hurley Haywood, relieved by Jacky Ickx (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.40 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in September 2005, in Souillac, France

A pleasant model, though the decals are not always well positioned and the headlights are perhaps over-simplified. My rating is 13/20.





Model: Porsche 936/81
Year: 1981
Event: 1981 Le Mans 24 Hours, driven by Jacky Ickx and Derek Bell (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.14 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in March 2004, in Souillac, France

Porsche gave up its traditional "Martini" colours for a "Jules" décor - Jules being the name of a perfume for men at the time. This decoration is as busy as the previous one, and therefore gives as many opportunities to Ixo workers to leave small mistakes behind. On the other hand, the wheels are nice, the headlights better and a metal antenna has been fitted rather than the ordinary plastic ones, that can be so easily broken. I'd give 13/20.

Audi 100

A little history

When Volkswagen purchased Auto Union in 1965, it didn’t have any plan for the old brand further than renaming it Audi. Some employees at Ingolstadt couldn’t accept the programmed death of the company they had worked for for so many years, and started to design the new car that would justify Audi’s continuation. Volkswagen having forbidden the study of any new model at Audi’s, all their work had to be kept secret. When one prototype was ready came the great jeopardy: introducing Volkswagen’s management to Audi’s project. Against all odds, production of the new car was accepted.

Audi’s new flagship was the 100 model, which was introduced in November 1968 as a large four-door saloon, fitted with a 1.8-litre four driving the front wheels, as was the company’s old tradition. Good performances and nice looks made the car particularly attractive, though its price didn’t put it within reach of the common motorist. Nevertheless production rates immediately indicated that Audi had just launched one of its most successful models ever. Choice was extended by steps with the introductions of a two-door saloon for model year 1970, followed by a splendid fastback coupe one year later. An automatic gearbox soon became available. This first generation Audi 100, known internally as the C1, was built until 1976.

Having encountered such a success the 100 had to be maintained in Audi’s range, capping the newly-launched 80 and 50 models. The new car which Audi unveiled in 1976, the C2, was certainly more utilitarian than its predecessor with its plainer look and the disappearance of a coupe version. Instead, a hatchback saloon, the “Avant”, appeared for model year 1978. An upscale 200 was also part of the range; it introduced a potent 2.1-litre turbocharged engine in 1979, soon to be found under the bonnet of the revolutionary Quattro coupe. The use of an inline five is worth noticeable too – only Mercedes-Benz had fitted such an engine to its production vehicles up to then. German production of the C2 was stopped in 1982, though it was maintained for two more years in some parts of the world.

After the C2 was abandoned, Audi introduced a third-generation 100. This C3 was years ahead of design trends, featuring the wedged, aerodynamic look that would only become the standard of the industry ten to fifteen years later. Divided again between the mass-produced 100 and the more exclusive 200, all C3s now had four doors, the slow-selling two-door saloon being dropped. The Avant name was maintained, but was now attached to an estate – certainly the most elegant and sporty in its class – rather than a fastback. Interestingly, though the 100/200s were rather large cars to European standards, they never received an engine larger than their trusted inline five… until the introduction in 1988 of an Audi V8, roughly similar to the C3 but in fact heavily modified.

With its very elegant design, its building quality and the economy provided by its excellent aerodynamics, the sales of the C3 were very high, particularly for an automobile of its class. A much deserved European Car of the Year award in 1983 certainly didn’t hurt, either. This success justified that the C3 was maintained in production for nine straight years. The car was retired in 1991, but its design was still so modern then that it isn’t much surprise that it was resurrected: production soon restarted in China at Hongqi’s, alongside the state limousines this factory made itself known for.

As for the European Audi 100/200, it saw a fourth iteration from 1991 on, called C4. This car was nonetheless renamed A6 four years later, so we’ll discuss about it separately.

About the model

Model: Audi 100 Coupé S
Year: 1970
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, limited edition - 1,200 pieces
Acquired: brand new, in May 2006, in Manila, Philippines

Minichamps is the logical choice for a vintage German car. It doesn’t disappoint, offering several models of Audi 100s, including this nicely crafted C1 coupe to which I’d give 14/20. As a personal note I should add that this fastback coupe, despite having been built in relatively large quantities (more than thirty thousand copies), doesn’t seem to have been widely exported out of Germany – I just remember seeing one in my whole life.

Ferrari 330

A little history

The long and successful career of the Ferrari 250, both on the road and on the track, couldn’t last forever. In 1963 its replacement finally entered the stage: the 330 model. There was nothing revolutionary about the new car, though. Enzo Ferrari’s attention was as ever focussed on engines – he had close to contempt for any other aspect of a car. Therefore the main difference between the 250 and its successor was the bigger engine of the latter, period. The 330 was set in motion by a 4.0-litre V12, a derived but heavily reworked version of the 400 Superamerica’s block. Under the 330’s bonnet, the 4.0-litre was rated at 300 bhp. On the other hand, chassis and bodies were almost identical to the previous models.

After a small series of “interim” 330 America models, the 330 production started in earnest in January 1964, while a smaller 275 received the task of replacing the two-seater 250s. Not including the short-lived America, the first 330 was the GT 2+2, which heavy-looking quad-light front end received dire reviews. Pininfarina immediately corrected its design, and in 1965 the car got a more restrained fascia. This mistake wasn’t repeated when the 330 GTC was introduced next, at Geneva in March 1966. This 2-seat berlinetta had the engine from the 330 GT 2+2, the chassis from the 275 GTB, while its body was a mix of 400 Superamerica up front and 275 GTS at the rear… Top speed was claimed to be 240 kph, while the car could accelerate from 0 to 100 in just 7 seconds – not so impressive today, but another story back then. Seven months later, a convertible, the 330 GTS, was introduced during the Paris motor show, replacing the short-lived 275 GTS.

Though the 330 wasn’t designed with motor racing in mind, the Ferrari sportscars of the era, the famous 330 P series, were constructed around its engine, pushed to up to 450 bhp in its latest evolutions. They shared little else, the “P” being a central-engined racer while the road 330 stuck to the classic front engine/rear wheel drive layout.

The 330’s production extended until 1968, when it was replaced by the 365, again roughly identical, but powered by a larger 4.4-litre, 320 bhp V12. All three GT 2+2, GTB and GTS versions were carried over, until they were joined a few months later by a brand new coupe that was about to overshadow them all: the 365 GTB/4 “Daytona”.

About the model

Model: Ferrari 330 GTS
Year: 1967
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.30 of its Ferrari Collection press series
Acquired: brand new, in May 2006, in Souillac, France

Good Fabbri and Ixo thought of including this 330 GTS, not the best remembered of all Ferraris today, in their press collection. This model is rather correctly made, with correct wire wheels when considering the sacrifices made in this respect in order to cut the cost of press models, yet none of its features truly is overwhelming. A good 13/20 still.