French GTs

Wasted opportunities

What the country of Bugatti and pioneer of the automobile could offer to the world in the 1950 to this day ?: This is the purpose of this present chapter. Nothing was lacking before the war: Talented engineers, excellent coachbuilders with world-renowned know-how, an extensive road network of good quality, countless prestigious awards and races, investors and customers, legendary brands like Bugatti which was the Ferrari of the interwar. It will be agreed that in terms of luxury and sportsmanship, France was particularly gifted at that time: Delahaye, Delage and Talbot were also known throughout the world as eminent representatives of the kind, gaining a classy aura over the years, now collection auction jewels flrting with insane prices. But war wrecked everything.

In the rebuilding years, from 1945 these hours of glory obviously passed away. All the aforementioned brands disappeared, for lack of modernization, will to buy these, lack of know-how and government policies towards the industry. The field remained wide open for popular manufacturers, Peugeot, Renault and Citroën, honest generalists who have only modest 4-cylinder to propose for possible bases.

This will not prevented some small manufacturers to offer light machines, Abarth-like, like Alpine, of course, but also CG, Panhard, Deustch-Bonnet, Facel-Vega on the GT-luxury side with solid American engines, and more recently Venturi, Matra or Mega. But contrary to Italy, which possessed three major pure GT brands, UK which has two, Germany, one, France has currently no major GT brand to offer, a shame given its past glory. Bugatti should be an exception now, but although it's built in France, it's basically a German sub-brand and product.

The following chapter paints a panorama of the years 1905 to the present day which strives to be as complete as possible. As an illustrator, I have treated only a modest part of this history (lack of reliable sources - see list on the left) but will be completed in a few years. Thank also for all the generous contributions of enthusiasts.

Other cars since 1900s: Alva Sport 1916, Aries Roadster 1924, Arista coupé 1956, AS sport A2S 1926, Atla coupe 1957, Bagatelle sport 1924, Ballot 8c 1921, Barré 3L sport 1930, Barron-Vialle Roadster 1928, Bechereau cyclecar 1924, Bedelia sport cyclecar 1913, Bellanger sport 24CV, Berge sport 11/34CV, Berlier Runabout 40CV, Bignan sport 2L 1922, Blériot Cyclecar 1922, BMC Montlhery 1927, Bucciali TAV8, Danvignes sport 1937, Derby Roadster sport 1934, Dexter 6c, DSPL sport 1912, D’Yrsan sport 1926, EHP 6C 1.8L 1925, Elfe Cyclecar Bol d’or 1920, Elge coupe profile 1925, Fournier-Marcadier coupe 1963, Gar 8C 1930, Georges Irat roadster, Gladiator Runabout 1911, GM 6C 1926, Gobron-Brille Turbo sport 1922, Gordini coupe 1951, Gregoire 16/20CV 1911 - 14/20CV 1913, Grouesy Cyclecar 1923, Hotchkiss 3L sport, AM80S, Hurtu 10/16 sport 1920, Jack Sport cyclecar 1925, JG Janvier Sport 1922, J.P. Wimille coupe 1948, Koechlin 3L runabout sport, Lambert Roadster 1953, Lorraine Dietrich 15CV biplace sport 1925, Mase cyclecar sport profile 1922, Matford Cabriolet 1938, Mathis SB 1.5L, Omega-6 Le mans 1925, Porthos 6C 60CV sport 1910, Rally Cyclecar sport 1.1L 1926, Richard-Brasier 1904, Rolland-Pillain 8C 3L 1922, Rosengart Supertrahuit 1948, Salmson 2300S 1953, SCAP 7cv compresseur, 8C 50hp 1927, Senechal Grand sport 1924, Siscart 12CV course 1909, Sizaire-Naudin 8/9CV 1906, SPAG 1500CC 1927, Tilbury Roadster 1983, Torpille 1916, Tracta: 1,6L sport, 3L coupé 1932, Unic sport 1923, Vaillante Grand defi 1999, Violet-Bogey Cyclecar 1912

Read Also: https://rarefrenchsportscars.wordpress.com/audax-roadster/
http://www.bengineering.it/
http://boitierrouge.com/2014/06/24/coste-c1-un-artisan-a-langlaise/

Bugatti 57SC Atlantic
Bugatti 57SC Atlantic, a 1930s diva and absolute, priceless icon
Venturi Atlantique
Venturi Atlantique, the modern flip side of French GTs, which came and went off after ten years.

French Sportcars

Main brands:

Alpine Bugatti Delage Delahaye Facel-Véga Matra Peugeot Renault Simca Venturi Voisin

Rare Models:


This Ailef is largely inspired by the Dino.
  • Spider 2 seats.
  • Transv. rear engine - rear transmission.
  • V6, 24 valves 3 Liters, 1 ACT, 250 hp DIN@6000rpm
  • Performances: 0-100 Kph: 5 sec.; Top speed: 280 Kph
  • 760 Kgs.
  • Price 480,000 Frs
  • Length: 3900mm Width: 1800mm Height: 1100mm Wheelbase:

Lionel Favier (his initials in phonetics are the name of his toy) and Daniel Rigolet were present for a while in the middle of the race. With the will to create their car, not for the track but for the road, they were inspired by the very efficient Dino 206s, with a remarkable chassis and which won many competitions like any Ferrari that respects itself in the sixties Fiberglass, tubular chassis and V6 pulled from the R25, modified to reach 250cv. This leaves no doubt about its capabilities in light of its power-to-weight ratio.


This brillant rival of the Bugatti 37 on tracks is now all but forgotten.
  • Spider 2 seats.
  • front engine - rear transmission.
  • 6 cyl, 12 valves 1.1 Liters, 2 ACT, Rootes Comp. 83 hp DIN@6000rpm
  • Performances: 0-100 Kph: 12 sec.; Top speed: 170 Kph
  • 730 Kgs.
  • Prduction 40
  • Length: 3400mm Width: 1400mm Height: 1000mm Wheelbase: 2200mm

France also possessed talented engineers. Some of them, in 1908, had worked on the "the zebra", the car fetish of Unic, true Ford T to the French. But with the founding of Citroën, Edmond Moyet and André Morel, a main zebra engineer along with Jules Salomon and the other factory driver and engineer, joined André's team, already preceded by Jules Salomon. But feeling constrained in their designs, they turn to their former sponsor of Unic, including the main shareholder and wealthy owner of a chain of grocery stores, Emile Akar, who hands over the funds to launch the construction of two prototypes . Zebra's former sales manager, Joseph Lamy, is excited about the project and joins the team. Under the anagram of Lamy and Akar, the new firm was founded in 1920, thanks to a million francs, in former premises Unic in Saint-Denis.

The first model, like those that will follow is a light cyclecar with a mechanical 900 cm3. This DC of 1921 is a small popular and solid machine, with two places. It is followed in 1922 by the CS, (Cyclecar sport), offering three seats and a 4-cylinder raised to 1 liter. One of them, prepared by Morel and committed to the 24 hours of Le Mans, will win his category in front of a Salmson. In 1924, it was the CGS, still with lateral valves, but increased to 1.1 liter, and brakes drums on all four wheels. In the lightweight version of the race, in a two-seater two-seater (true false two-seater), it confirms the records of previous models, such as the victory in the golden bowl in 1922. The CGS (Cyclecar Grand Sport) will win 102 victories and place Amilcar in The leading peloton of light sports carmakers. A competitor then appears, Bugatti.

In 1925, Amilcar struggled with the Type 35 and 37: A new model was developed to win grand prix races, and Moyet was joined by engineers from Fiat and Sunbeam. The company's first six-cylinder, the CO, is somehow a sporty declined racing models. It will give the famous C6 series (6 for 6-cylinder), in 1926, which will accumulate 74 victories and records this year, with Morel driving a record of 205 km / h on the 1000 meters launched, extraordinary for A model of so small displacement. These models are therefore brilliant, the road versions easily reaching 170 Km / h and those of race exceeding 190. The harvest of success will continue until 1933 and the Bugatti 37, yet judged untouchable will have mesh from With the Amilcar.

The C6, dearer, much more than the Bugatti, only find 40 takers, and Amilcar to save his finances will have to turn to the production of more conventional tourism carts. In 1923, it proposed the type E, then the type G in 1926 and finally the type L in 1928. But in front of the tough competition of mass manufacturers like Citroën or Renault, Amilcar fails to establish its receipts. It then turns to the luxury market, with type M with 6-cylinder engine and M with eight-cylinder in 1930. But the customer is rare. Despite the quality of these models, the financial health of the firm is getting worse. The small type C of 1932, more popular, fails to refloat the crates. After a few avatars, including the passing of the brand to Hotchkiss, which sells the singular B38 compound designed by the engineer Grégoire, but whose engine is too low. The clientele regrets the lack of development of the brand's sports heritage. As production slowed down, Amilcar filed for bankruptcy in 1939.


Low, wide, with round shapes and without compromise, the Audax looks like a scaled down Viper.
  • Roadster 2 seats.
  • Transv. ft engine - rear transmission.
  • V8, 16 valves 4.6 Liters, 2 ACT, 306 hp DIN@5000rpm
  • Performances: 0-100 Kph: 4.5 sec.; Top speed: 285 Kph
  • 950 Kgs.
  • Price 390,000 Frs
  • Length: 3710mm Width: 1700mm Height: 1000mm Wheelbase: 2250mm

Every year, we know the three concept cars presented by the three design schools of Franco Sbarro. He is a long-awaited regular at the Geneva show. Most of the Sbarro remain style exercises, but by making a point of honor to have them homologated, it has allowed some to be built to one or two copies. Sometimes, one of them likes so much that it finds enough supports and comes to the series. This is the case of this Audax, presented as a study of the style of the former students of the Franco-Swiss designer in Geneva in 1997, equipped with a BMW 4.4-liter engine giving 286hp.

Its chassis is very classically tubular, its case in composites. It was presented for the series in 1998 with an unusual suspension "Mono interactive" allowing to turn completely flat. Audax Engineering had major plans for this roadster, including selling more than a hundred per year and deriving versions of GT racing. The Ford engine subsequently adopted reduced the selling price by 80,000 francs. It was also planned to produce two more Sbarro, the Be-twin and the Chrysalis. Since then, Audax no longer gives a sign of life...


The Edonis is a carbon-intensive supercar with good looking edgy lines.
  • 2 seats berlineta
  • center rear engine - rear transmission.
  • V12, 32 valves 3.8 Liters, 2 ACT, 2 Turbo, 680 hp DIN@7500rpm
  • Performances: 0-100 Kph: 3.2 sec.; Top speed: 365 Kph
  • 1300 Kgs.
  • Production 21
  • Price 760,000 Frs
  • Length: mm Width: mm Height: mm Wheelbase: mm

The brand is created in Modena 1998, birthplace of the beautiful Italian GT, by some elders of the adventure Bugatti (EB110). Their creation is named after the Greek "Hedone" (the pleasure), which one must certainly experience the command of such a missile, accompanied by a few cold sweats.

Jean-marc Borel, who gave birth to the Bugatti EB 110 a few years ago, and as technical director Nicola materazzi, who owes the development of the Stratos lancia, the F40 and the same EB 110, the buraeu The B-Engeneering study created in Modena was to ensure the construction of this authentic supercar that makes extensive use of carbon. However the aluminum that forms its body is hand-formed according to local immemorial traditions. Its phenomenal engine block is simply derived from the V12 of the EB 110. This limited series explains a relatively high cost for this category of GT, without a doubt a future "collectable" for kings of oil. So it's a French/Italian supercar.


I actually get into one and god it's small. Crampier than an Alpine 110.
  • 2 seats berlineta
  • center transv. rear engine - rear transmission.
  • 4 cyl, 8 valves 1.1 Liters, 1 ACT, 85 hp DIN@6000rpm
  • Performances: 0-100 Kph: ? sec.; Top speed: ? Kph
  • 650 Kgs.
  • Production 1400
  • Price ? Frs
  • Length: mm Width: mm Height: mm Wheelbase: 2400 mm
Yuri Gagarin's own Djet

This was the world's first mid-engined production road car. When René Bonnet and Charles Deustch were together, they conceived the light coach HBR5 and participated in the development of the Panhard-CD. After disagreements, René Bonnet went on his own and developed with Renault engines (dauphine) like Jean Rédélé for alpine, a very sporty little GT equipped with a 70 hp 4 cylinder. In order to attack the competition, he procured himself an engine version prepared by Amédée Gordini.

In the race this engine block was powered by two to three big carburettors and could reach 95 to 100cv. Five Bonnets ranked at Le Mans, one of them winning her category for the octane rating. Others were modified, their nose better shaped and their tail receiving a large fin. The road versions had an integral fiberglass body, with a lightweight Lotus-style beam frame, while the race version received a rigid tubular structure. The Djet succeeded from 1962 to 1966 in version I, II and III, and version 5 production was resumed in 1965 by Matra.


Lighter, but close to the lines of the legendary IN, SM is a rarity in home production.
  • 2+2 seats coupe
  • center transv. rear engine - rear transmission.
  • V6, 2.9 Liters, 4 ACT, 178 hp DIN@5500rpm
  • Performances: 0-100 Kph: 9 sec.; Top speed: 225 Kph
  • 1500 Kgs.
  • Production 19,920
  • Price ? Frs
  • Length: mm Width: mm Height: mm Wheelbase: 2400 mm
Citroen SM

Unique in the Chevrons brand, the SM was the only production in series of the time where the firm owned one of the jewels of the sportiness Transalpine, Maserati. The idea was to equip the chassis shortened and reinforced with a DS equipped with a modern body of the last V6 of the trident. In March 1970, at the Geneva Motor Show was presented the Citroën SM, plush GT and front-wheel drive the fastest of its time.

His dress modernized the immortal design of the futurist DS born in the style buraeu of the Quai de Javel in Paris, and a careful profiling in a wind tunnel, it gains a "Fastback" with a transparent bezel and a profiled front, sporting a battery Of headlights protected by an avant-garde Plexiglas nose. But above all, the SM takes back the excellent hydropneumatic suspension of its big sister and inaugurates a new revolutionary direction.

His road - holding then goes to excellence, far superior to the standards of his time. That of the DS had allowed him to win numerous rallies. In 1972, the three Weber double-body carburetors gave way to the Bosch electronic injection of the DS 23 IE, resulting in an increase in power, the V6 delivering 170 passes before 178 cv. But this great road is condemned by the crisis. Its sales collapse and Citroën must separate from Maserati, then herself on the edge of the abyss. The production will be completed in 1975. The SM is now very sought after for its rarity, despite the fragility of its engine, and it is rated above the 10 600 Euros at the occasion of collectors' market.


This slender and light car looks very much like the Djet Bonnet, the concept as the appearance.
  • 2 seats berlineta
  • center rear engine - rear transmission.
  • 4 cyl. 8 valve, 1.6 Liters, 1 ACT, 85 hp DIN@5500rpm
  • Performances: 0-100 Kph: 10 sec.; Top speed: 195 Kph
  • 720 Kgs.
  • Production 500
  • Price ? Frs
  • Length: mm Width: mm Height: mm Wheelbase: mm
gggg

C for Chappe, bodybuilders for light sports, Alpine A106, Bonnet Djet, Deutsch CD, and G for Gessalin, the initiator of the project. Presented in 1965 and produced at about 500 units, this CG was equipped with the excellent Simca 1.2L engine, hence the name of 1200s, and its rear engine located in front of the axle gives a remarkable balance to this car which Naturally becomes an excellent rally machine. But in 1974, the oil crisis went through and production stopped.


Obvious Abarth influence making the best of a feeble engine.
  • 2+2 seats coach
  • front engine - rear transmission.
  • 2 cyl. 8 valve, 1 Liter, 1 ACT, 70 hp DIN@?rpm
  • Performances: 0-100 Kph: 10 sec.; Top speed: 170 Kph
  • 600 Kgs.
  • Production 660
  • Price ?Frs
  • Length: 3720mm Width: 1600mm Height: 1200mm Wheelbase: 2160mm
DB_HBR5_Montlhery

The Deutsch Bonnet HBR.5 is a creation derived from Panhard mechanics, after Citroën refused to supply them with engines as they entered new competitions in 1949. (Formula 500 and 3 International). Their first sports model widely diffused after the war will be the HBR-5. The genuine twin-cylinder engine originally developed 58 hp and was reworked to 70. However, with its lightweight body, the model succeeded in surpassing 150 km / h without difficulty. Mille Miglia for several years. But in 1961, the partners separated, Charles Deutsch improving its CD Panhard equipped with the same engine, and René Bonnet opting for Renault engines. An HBR5 and a CD will compete in the 1962 edition of the Mancelle, winning each category.


The P47B is a French Morgan.
  • 2 seats roadster
  • front engine - rear transmission.
  • V6 24 valve, 3 Liter, 1 ACT, 158 hp DIN@5600rpm
  • Performances: 0-100 Kph: 6 sec.; Top speed: 210 Kph
  • 770 Kgs.
  • Production ?
  • Price 280,000Frs
  • Length: 4000mm Width: 1630mm Height: 1150mm Wheelbase: 2500mm
P47B De Clercq

Benoît De Clerq, who officiated in the Lecoq restoration workshop, started his own business in 1993 and designed his first Roadster, drawing on the best of the best brands of the 1930s. There are Jaguar, Bugatti and Aston Martin in this superb work of goldsmithing, with extremely detailed details. And for performance, this brilliant aluminum machine is not to be outdone thanks to the choice offered by De Clerq, a very modern 4-cylinder Ford Zetec of 136 hp or a V8 of 158 hp. A version of this 4-cylinder was developed to reach 170cv, with a double overhead camshaft, like the Bugatti and Alfa P3 of the 1930s. http://www.de-clercq.com/pages/en/page-500-lg-p47a.html


A Nova inspired French kit based on the WV Beetle.
  • 2 seats berlineta
  • rear central transv. engine - rear transmission.
  • V6 24 valve, 3 Liter, 1 ACT, 200 hp DIN@5500rpm*
  • Performances: 0-100 Kph: 5.5 sec.; Top speed: 240 Kph*
  • 850 Kgs.*
  • Production ?
  • Price 218,000Frs*
  • Length: 4270mm Width: 1750mm Height: 1000mm Wheelbase: 2500mm
    • *Renault R25 V6 engine
Defi Sterling

In the 1970s, the Défi company in Lille, which was specialized in the manufacture of fiberglass canoes, was very inspired by the kit designed by richards Oakes. The latter, drawing a superb and revolutionary berlinette allowed everyone to mount it in his garage on the chassis of his good old Ladybug, democratizing at the same time this type of elite car. In Britain, the VW-based kits exploded from then on and revived a sector lacking momentum in the late 1960s. In France, the mining service is a much more formidable barrier to the release of This type of cars. Taking into account the probate fees, Challenge allowed his customers to spare himself these hassles.

The Nova slightly reinterpreted but still provided with its pavilion retractable from above to replace the doors, or roadster, remains accessible to do-gooders but gifted but little fortunate from 6000 Frs. For those that the lightweight mechanics of the Ladybug find moving in such a beautiful case, there are also versions in Kit with a tubular chassis much more rigid, to shelter a Porsche 911 engine, or, from 1987, A PRV V6. In the last two cases, the Sterling became a bomb. Finally for those who do not feel the courage to spend the hundreds of hours needed for its assembly, the beautiful also exists in turnkey version, with finishes on estimate that increase the final price. http://sterling-nova-defi-france-lille7.webnode.fr/


This tailor-made car is no longer produced.
  • 2 seats roadster
  • rear central transv. engine - rear transmission.
  • V6 24 valve, 3 Liter, 1 ACT, 200 hp DIN@5500rpm
  • Performances: 0-100 Kph: 5.5 sec.; Top speed: 240 Kph
  • 850 Kgs.
  • Production ?
  • Price 330,000Frs
  • Length: 3900mm Width: 1680mm Height: 1050mm Wheelbase: mm
De La Chapelle Roadster

Known until then as the director of his company "Stimula", which he changed to his own name, Xavier de la Chapelle produced excellent replicas, as faithful as possible, of the noble Bugatti 37, from the 1970s, and tailored coachs since 1907. After its presentation in 1978, the 55-roadster was followed by a Tourer 4-seater version in the 90's, as well as the Atalante and the Grand Prix.

He also designed children's cars, reductions to 1/2 of Bugatti 55, Ferrari 330 P2 and BMW 328, and was interested in creating an unusual MPV, the course with a Lamborghini V12 and Which it seems that some individuals have chosen to convey their offspring. But it was with the help of its designer Bertrand Barré that he developed a modern and neat little roadster, initially equipped with a Peugeot 4-cylinder 123cv, then engines 16 valves of 2 liters 135 and 167cv. But it is with the V6 PRV of 200 hp that this light roadster gives its full measure, not produced anymore. http://www.delachapelle.com/fr/


This was the more radical race version.
  • 2 seats berlinette
  • rear central transv. engine - rear transmission.
  • V6 24 valve, 3 Liter, 1 ACT, 200 hp DIN@5500rpm
  • Performances: 0-100 Kph: 5 sec.; Top speed: 280 Kph
  • 1200 Kgs.
  • Production ?
  • Price 350,000Frs
  • Length: 4040mm Width: mm Height: mm Wheelbase: mm
Helem V6

Known until then as the director of his company "Stimula", which he changed to his own name, Xavier de la Chapelle produced excellent replicas, as faithful as possible, of the noble Bugatti 37, from the 1970s, and tailored coachs since 1907. After its presentation in 1978, the 55-roadster was followed by a Tourer 4-seater version in the 90's, as well as the Atalante and the Grand Prix.

He also designed children's cars, reductions to 1/2 of Bugatti 55, Ferrari 330 P2 and BMW 328, and was interested in creating an unusual MPV, the course with a Lamborghini V12 and Which it seems that some individuals have chosen to convey their offspring. But it was with the help of its designer Bertrand Barré that he developed a modern and neat little roadster, initially equipped with a Peugeot 4-cylinder 123cv, then engines 16 valves of 2 liters 135 and 167cv. But it is with the V6 PRV of 200 hp that this light roadster gives its full measure, not produced anymore. http://www.delachapelle.com/fr/


A newborn Alpine-like car with a definitive Western flair.
  • 2 seats berlinette
  • rear central transv. engine - rear transmission.
  • 4 cyl, 16 valve, 2 Liter, 1 ACT, 195 hp DIN@6600rpm
  • Performances: 0-100 Kph: 5.6 sec.; Top speed: 245 Kph
  • 950 Kgs.
  • Production ?
  • Price 43,000Frs
  • Length: 4120mm Width: 1790mm Height: 1160mm Wheelbase: 2400mm
Hommel RS

Michel Hommell, head of press and owner of the magazine Echappement, from the idea launched at the editorial conference, brought with his team the project towards its final realization. Beautiful Challenge. The project was simple: A real affordable sports car, thanks to a low weight and an inexpensive large-scale engine. With its fiberglass structure on a tubular frame and its engine in a central position, proven techniques, the berlinette was born in 1993 in Louhéac, where is its factory and the museum of the private collection Hommell. The reliable and economical touring engine by being efficient was pulled from Peugeot organ bank.

It was the 306 S16 which was chosen, the difference in weight of the berlinette to give it a true sporting character. This engine actually gave 167cv. That was enough for him to shoot the 0 to 100 Kph in 6 seconds and reach 220Kph. The front of the "Echappement" berlinette was entrusted to the readers of the magazine who chose the grille with four round headlights of the current RS. But the engine block was thoroughly revised and corrected on the RS2, and gives the berlinette performances even more impressive. More habitable than an Alpine A110, the Hommell is nonetheless a sportsman in the first sense of the term: Without concessions, without any comfort. More near the track than the road. Competition versions are also entitled to a long list of equipment, but the weight can in no case be reduced: The destitution is total.


A fiberglass ugly duckling, but a rally beast.
  • 2 seats berlinette
  • rear central transv. engine - rear transmission.
  • 4 cyl, 8 valve, 1.6 Liter, 2 ACT, 112 hp DIN@6500rpm
  • Performances: 0-100 Kph: 6 sec.; Top speed: 250 Kph
  • 640 Kgs.
  • Production ?
  • Price 25,000Frs
  • Length: 3590mm Width: 1560mm Height: 1000mm Wheelbase: 2240mm
Jidé

Jacques Durand was not a beginner* when he began working on a small engine-powered berlinette and Renault R8 Gordini undercarriages. This first prototype was born in the entresol of its pavilion of Parthenay, with a solid frame with square tubes, dressed of a solid body of Polyester. Engaged in the turn of France of 1969, it quickly gained its letters of nobility and the orders arrived quickly. The "Jidé" was marketed under this name after passing the difficult test of the UTAC, the French homologation, in the form of Kit (from 6300 Frs at the time) or turnkey at 24 000 Frs. Not to mention the models specifically developed for the competition.

In 1972 a new version will make sensation with the engine of the R12 Gordini of 112 cv, of a rare effectiveness due to its feather weight. On winding roads and tortuous, the Jidé just as the Alpine excels, the grace less. But in 1973, the crisis hardly hits the morale and finances of Jacques Durant who nevertheless managed to leave more than one car a week, and was about to cross a cap of ten units / month. The firm was sold to Michel Braxas, a driver and a passionate enthusiast, and in 1974 Durand moved to Corrèze and it was in Lapleau that he was to design an improved version of his Jidé, the Scora, which would be marketed at 35-40 Most of them for the race. These models benefit from the experience of pilots Charly Carceff and Jean Ragnotti. His latest project in the 1990s, AMD, will not go beyond the prototype stage. http://jide-scora.fr/Jide.html


A "Le Mans" flavour above all dictated by absolute aerodynamics.
  • 2 seats berlinette
  • rear central transv. engine - rear transmission.
  • W16, 64 valve, 4 Liter, 1 ACT, 580 hp DIN@6800rpm
  • Performances: 0-100 Kph: 3 sec.; Top speed: 350 Kph
  • 1050 Kgs.
  • Production ?
  • Price 3 million Frs
  • Length: 4270mm Width: 1950mm Height: 1160mm Wheelbase: mm
Jimenez

It is rare that single individuals manage to construct supercars that are in a rolling state and receive homologation. Jimenez is one of them. The fantastic machine he developed is not lacking in power, and his design is inspired by that of the racing chassis. To the last detail, it is a radical car, mastered. Jimenez, who owned a motorcycle shop in Monteux, hired a team and worked tirelessly to graft on a full carbon body four Yamaha FZ1000 racing motorcycles, giving him a W16 capable of taking him to the same pace as The Bugatti EB110 or the Maclaren F1. However, since 1997, its date of approval for sale, due to lack of investors capable of ensuring production, the Novia has remained unique.


A simple and efficient style dictated by aerodynamics
  • 2 seats berlinette
  • rear central transv. engine - rear transmission.
  • V6, 12 valve, 2.7 Liter, 2 ACT, 195 hp DIN@5800rpm
  • Performances: 0-100 Kph: 6 sec.; Top speed: 255 Kph
  • 850 Kgs.
  • Production 280
  • ? Frs
  • Length: mm Width: mm Height: mm Wheelbase: mm
Ligier JS2

Contrary to the JSI, equipped with the Ford-Cosworth of German origin, presented and produced the previous year, the JS2, for reasons of policy of Ford-Europe, is deprived of this engine and Guy Ligier turns towards the most Powerful vehicle available in France, the excellent V6 original Maserati, and adopted on the Citroen SM. The latter initially developed 170cv, and was pushed in 1973 to 190cv, while retaining its three carburetors Weber double-body. In 1975, the latest version, with headlights drowned in the bodywork, appears, but on May 22, Alejandro DeTomaso buys Maserati. The production of the SM is stopped, and that of the Ligier also.


A massive 4x4 berlinette that was unique in its time
  • 2 seats berlinette
  • rear central transv. engine - integral transmission.
  • V12, 48 valve, 6 Liter, 2x2 ACT, 394 hp DIN@5200rpm
  • Performances: 0-100 Kph: 6 sec.; Top speed: 250 Kph
  • 850 Kgs.
  • Production 30
  • 360,600 Frs
  • Length: mm Width: mm Height: mm Wheelbase: mm
Mega Track

Renault is not the only brand in the hexagon to dare to explore "niches" ignored by the market; Mega, better known for its carts without electric licenses, and realizing a good turnover, has launched in the design and the production of a machine at a hundred leagues of what it usually, both in (In the same spirit as the Pregunta d 'Heuilez): A high performance machine, possessing the irreconcilable qualities of luxurious family, of all - terrain vehicle and of coupé to Central engine, guarantee of balance and stability.

The impressive Track was born from these studies, carried out with the enthusiasm that one guesses, by the technical team Mega. Without having an engine meeting its requirements among those produced in France, it is a vigorous and reliable Mercedes V8 that has been retained to deliver the required power. The result, which was finally presented at the Paris Motor Show in 1992 and approved for the road, records orders, given its considerable purchase price, especially in some of the usual supercars consumer countries, its all-terrain qualities perfectly suited to the desert environment, It is of course in Saudi Arabia that it has found the widest echo.

The Track ("Track"), designed by Sylvain Crosnier, could be compared to the GM Hummer, or its inspirer, the Lamborghini LM 002 Cheetah, but it has a higher top speed and less crossing capacity due to a guard On the lower ground, and it also differs from the mid-90s supercars equipped with all-wheel drive, such as the Bugatti EB 110, but with lower circuit performance and unmatched versatility. It does not emerge from any identifiable class and therefore remains unique in its genre. It is always produced, on order and quotation, to less than ten copies / year..


A supercar-style berlinette with the name to match
  • 2 seats berlinette
  • rear central transv. engine - rear transmission.
  • V12, 48 valve, 6 Liter, 2x2 ACT, 394 hp DIN@5200rpm
  • Performances: 0-100 Kph: 4.5 sec.; Top speed: 300 Kph
  • 1350 Kgs.
  • Production 50
  • ? Frs
  • Length: mm Width: mm Height: mm Wheelbase: mm
Mega Monte Carlo

The Monte Carlo presented at the Geneva Motor Show in March 1995 was developed with the aim of producing a series of homologation of a racing model, and taking its name from the famous Rallye evocating sportsmanship in the world, is the consequence Of Mega's decision to scrap in the GT championship. This Mega is more "classic" than the Track in the sense that it is in the highly competitive category of high-performance two-seater berlinettes, very often with a central engine, and examples of which are abundant in the pages of this site.

If the technical design of the car was fairly fast, the Monte Carlo, announced many times, saw its approval postponed from year to year due to the intricacies of FIA regulations. In addition, it was in line with the MCA Centenary, a Monegasque limited edition supercars bearing the same name. Motorized by the same V12 as the Track, its weight fluctuates in comparison it allows the performances required to rub successfully to its antagonists.

Monica
This desirable coupe was a mix of Italian and German influences
  • 4 seats saloon
  • front engine - rear transmission.
  • V8, 16 valve, 5.6 Liter, 1 ACT, 285 hp DIN@5400rpm
  • Performances: 0-100 Kph: 11 sec.; Top speed: 240 Kph
  • 1850 Kgs.
  • Production 17
  • 1 millions Frs
  • Length: 4950mm Width: 1820mm Height: 1340mm Wheelbase: 2600mm
Monica

The Monica has this privilege of being the only luxury sports sedan in France, apart from the very American Facel-Vega Contemporary Excellence. A dream that Jean Tastevin, renowned carmaker, materialized thinking of the beautiful machines that existed, taking inspiration from those he owned. He will put his fortune at the service of his passion, naming his prototype of his wife. The first, built on a sturdy independent chassis, is entrusted to Vignale. But the death of the master postpones the finishing of the first copies to later. Tastevin then commanded Airflow Streamlines, which has distinguished itself with the Bentley and has a deep experience in aerodynamics and elegance, the fourth prototype, presented in Paris in 1972.

The Monica is a clever mixture of Italian (A hint of Maserati Indy, a Zest of Ferrari 365 GT 2 + 2), with the luxury of a Rolls-Royce. Its avowed price is also that of the Silver Shadow of this same manufacturer. A new "pre-series" vehicle series starts. The real "Monica" definitive will only go out to five copies, because the oil crisis is there, which condemns the Chrysler engine used. However, such a sedan can not do without big displacements. Its price is also an insult in France at this time of crisis. The Panthère coupe project, which is still under development in Great Britain, will never see the light of day. The last Monica was sold in 1976. http://gtfrance.free.fr/monica.html

MCA Centenaire
  • 2 seats berlinette
  • rear central engine - rear transmission.
  • V12, 48 valve, 4 Liter, 1 ACT, 2 turbo, 720 hp DIN@9000rpm
  • Performances: 0-100 Kph: 3 sec.; Top speed: 360 Kph
  • 1100 Kgs.
  • Production 50
  • 3.5 millions Frs
  • Length: 3960 mm Width: 1980mm Height: 1112 mm Wheelbase: mm
MCA Centenaire

The only Supercar of the Principality of Monaco, following the logic of the reputation of the place in terms of car sport, with the Rally and the downtown circuit counting for the F1 world championship, Monte Carlo, presented under the name Centenaire as a concept car and later renamed GTB, bore the mark of many renowned engineers, including the V12 signed Carlo Chiti, a former Ferrari. By following Formula 1's manufacturing methods as closely as possible, the Monte Carlo GTB has an all-carbon hull and Brembo ventilated discs. In 1992, when production of the first specimens started, a spider version "Beau rivage" was presented, equipped with the V12 without the turbos, giving then 450cv.

Panhard CD
Ultra light, with a tubular frame and fiberglass
  • 2 seats berlinette
  • rear central engine - rear transmission.
  • 4 cyl, 8 valve, 0.84 Liter, 1 ACT, 60 hp DIN@6000rpm
  • Performances: 0-100 Kph: 10 sec.; Top speed: 167 Kph
  • 580 Kgs.
  • Production 160
  • ? Frs
  • Length: 4000mm Width: 1600mm Height: 1200mm Wheelbase: 2250mm
Panhard CD

Panhard & Levassor was created in 1886 around the operation of the Daimler single-cylinder petrol engine and then a V-twin the following year, the basis of their first car presented in 1891. In order to make a name, Panhard & Levassor multiplied The victorious races. Their 4-stroke engine is now reliable and proven, it will be the basis of the grand touring cars developed by Panhard after the passing of Levassor (1897).

The engines are 2 and 4 cylinders up to 12 liters for 75cv. The competition continues, culminating in 1906 at the ACF Grand Prix, with an 18-liter 120cc. In 1911, Panhard produced its valveless engines for its large models. A 6.3 liter 8 cylinder was developed in 1923, equipping its top model. During the interwar period, excellent low-load cars, the DS and CS, will be produced. But his most famous achievement is the surprising Dynamic coupe of 1936, whose line hit the public by its originality. After the war, the only really effective model will be the very light CD.

Panhard is not deemed to be a manufacturer of sports cars. Its 2 + 2 24CT coupes have honest performance, nothing more, with Citroën engines driven at 50hp. But when the CD comes out, Panhard finally proposes a convincing model, aerodynamics neat, under the influence of René Bonnet, who had committed with C. Deutsch the excellent coach HBR.5 with this engine.

It reaches 180 Kph in the rally version and 165 in the GT version, and will rank first in its class at Le Mans 1962, on the octane rating. Produced from 1963 to 1965, this promising model will be drawn into the fall of the firm..

Veyrat 630
  • 2 seats roadster
  • rear central engine - rear transmission.
  • 6 cyl, 24 valve, 3 Liter, 1 ACT, 200 hp DIN@5800rpm
  • Performances: 0-100 Kph: 6 sec.; Top speed: 280 Kph
  • 826 Kgs.
  • Production ?
  • 437,000 Frs
  • Length: 4000mm Width: 1600mm Height: 1200mm Wheelbase: 2250mm
Veyrat 630

When the means allow us to satisfy a passion, a dream, tenacity and obstinacy are involved, it is possible to see marvelous machines emerge. That of Marc Veyrat is one of them. This Parisian florist who saw his shop windows multiply found in 1989 the time to develop a kind of "Ferrari" inexpensive, because counting on its lightness and its power to obtain the best possible return. This is achieved by a very lightweight composite body made of fiberglass and carbon that allows the V6 Alfa to fully release itself. Despite its merits and accreditation, so far no clients have come forward.