Miguel Sánchez
PHOTOS: UNAI ONA
When thinking about the history of motor sports, most of the references go to Italy. And it is that, even if it is by pure mathematics, the concentration of pilots, coachbuilders, trainers, teams, manufacturers and auxiliary industry in the bare territories of the north of the country is incontestable. However, in the long history of the motor we are adding almost 150 years. A time long enough for various transitions and ramifications to have taken place as far as this hegemony is concerned. In this sense, going back to the beginning of the XNUMXth century, France is possibly the most interesting country when it comes to the world of racing.
In fact, it was there that the 1923 Hours of Le Mans began in 24. Synthesis of the many competitions held since the end of the XNUMXth century with Paris as the epicenter. Using roads and racetracks in what is going to be the best and most prolific panorama of competitions and trophies experienced at the time. A time when manufacturers were so committed to the cause of speed that they even left their lives on the asphalt. An extreme but recurrent case, which had in the death of Marcel Renault during the Paris-Madrid of 1903 its most drastic example. However, and without ever leaving aside the sportier spirit, Gallic motor racing had the happy idea of democratizing itself.
Thus, while speed records and track competitions did not cease, one of the most powerful massive industries in Europe was taking shape around Paris. The antecedent of what decades later would end up being the Groupe PSA. Citing under his direction Citroën -founded in 1919- and Peugeot -which started in 1810 selling coffee grinders to enter the motor world in 1899-. What's more, Renault also embarked on the path of mass production shortly after its foundation in 1898.. Converted by 1910 into the largest manufacturer in the country thanks to the almost 4.000 units assembled per year.
Thus, France was becoming the European country that before and best understood the projection of the automobile towards mass consumption. An idea that has not only marked the future of its economy, but has also been supported and promoted by the state itself. Who, for example, put Renault under his protection after World War II just as Italy had done years before with Alfa Romeo. A measure that illustrates the level reached by popular motorsports in the neighboring country, of which we have benefited thanks to the FASA-Renault of Valladolid or the Citroën of Vigo. Only two of the industrial events that weave the relationship between the French and Hispanic automotive industry.
RETROMOBILE 2022, FROM STEAM TO ELECTRICITY
Being as it is one of the most important events in the European classics calendar, RetroMobile Paris brings together iconic pieces from all over the continent. However, after the previous contextualization it is no surprise to announce that we will focus on a selection of French models. In fact, the time frame is so large that we can go from the initial steam of 1769 to the electric futurism of 1974. And it is that not everything is gasoline in the automotive industry. Far from it, the first serious experiments produced in France in order to generate a self-propelled vehicle were carried out before the revolution of 1789.
A time before industrialization, where the Cugnot cart appeared with its ingenuity based on the power of steam. Equipped with an immense boiler at its head, this unsuccessful trial of a self-propelled vehicle was proposed for the transfer of heavy artillery pieces. However, his already solemn two tons did not bode well. Especially if we take into account its maximum speed of 5 kilometers per hour. Which was only reached after spending at least three quarters of an hour feeding the boiler fire.
However, given the early age of this device - contemporary to James Watt's steam engine - its preservation has great historical value. Even more so when it was put into action! A whole lesson for those collectors who prefer to keep their classics standing as speculation values instead of showing them in circuits and fairs. Furthermore, at RetroMobile Paris 2022 there were not only pre-gasoline examples. Models as classic as electric could also be seen. Of those that show the concern of large manufacturers to find alternatives to oil -at least in terms of urban mobility- after the blow received by the Oil Crisis of 1973.
In fact, the R5 Electrique shown in the Renault Classic space is from just one year later. Stored in the brand's collection, it is an interesting sample of the beginnings of electrification that today dominates the entire industry. Moreover, it is curious to see it under the next arrival of the R5 Electric with which the diamond brand joins the exploitation of nostalgia already inaugurated years ago by VW with the New Beetle. At the time It remained as a simple test carried out in a series of just over 100 units. Especially for the 300 kilos of its batteries. Which was too much for the only 11CV provided by the engine. Of course, it had 60 kilometers of autonomy. Enough for city use.
CHAPPE FRÈRES ET GESSALLIN, AS OPPOSED TO GORDINI AND ALPINE
Based on mechanics from Renault, the Gordini and Alpine tuners are responsible for some of the best sporting examples of French motorsport. So much so that, one after another, they were absorbed by the diamond house itself. In the case of Gordini to make performance versions of its range of passenger cars. And in the case of Alpine to form the hard core of the company in competition. With models as successful as the A442 winner of Le Mans in 1978. In this sense, the small company founded in 1966 Chappe Frères et Gessalin tried to follow the same path approaching Simca.
In this way, in 1972 it launched the CG 1300. Based on mechanical components from the Simca 1000. And especially on the Simca 1200S coupe engine. Taking it here to almost 1,3 liters extracting about 90CV for only 670 kilos given by the set. That's the way it is, the press at the time saw the CG 1300 as a serious competitor for the Alpine A1100. Of course, the paths of both cars were completely different due to having or not having the support of a great brand. Something absolutely necessary for any small manufacturer in the times of recession given after 1973, where the most specific market niches became even smaller.
In the case of Alpine, Renault's support was full. In the case of the CG no, since Simca preferred to rely on Matra for sports variants. Which in 1973 had already presented the much more modern Matra-Simca Bagheera. Thus, CG lost favor with the brand already associated with Chrysler to finally close in 1974 after about 95 units of the CG 1300 manufactured. At RetroMobile 2022, at least two of them could be seen, with a competition version from which the preparer claims to have gotten 145CV without compromising reliability.
ARGENTINES AND FRENCH, THE GORDINI TYPE 18S
Undoubtedly one of the models with the most history among all those gathered at RetroMobile 2022 was the Gordini Tipo18S from 1950. In fact, the succession of peculiarities in it is such that it is best to go in parts. First of all the mechanics. very interesting, and focused in the same way that Ferrari was working at the time. Developing on the one hand the powerful and brand-new V12, but at the same time fine-tuning a whole range of small propellants with four cylinders signed by Aurelio Lampredi. In the case of Gordini exactly the same situation occurred, mounting in this berlinetta a four in line of only 1,5 liters.
In addition, it is the only engine with a compressor among all those manufactured by Gordini. An idea that Simca did not like at all - the main financial support of the preparer at that time -, just as he did not like the V12 presented that same year. In fact, while the Gordini Tipo18S had to compete without any badge linking its image to that of Simca, the V12 ended up assembled in units of the OSCA founded by the Maserati brothers. A toll of anger and misunderstandings with which Amédée Gordini paid for his obstinate audacity in the design seeing how Simca broke up with him two years later.
Second, the next reason to understand the attractiveness of the Gordini Type 18S shown at RetroMobile 2022 is its aerodynamics. Although the design does not have the polished lines seen in the Ferrari berlinettas of the moment, the aluminum bodywork is most effective. Especially if you review the work done on the bottom. Which were fairings, showing a concern for air flows under the cabin still little seen at the time. What's more, Regarding the suspensions, these came directly from the F1 of the moment. A very interesting point that, on the front axle, is dressed with the incorporation of a Dubonnet system.
Patented by driver and designer André Dubonnet and purchased by General Motors, although widely used in racing cars of the 18s and 24s. Apart from these reasons, in third and last place the Gordini Type 1950S has the appeal of its debut. Produced at the XNUMX Le Mans XNUMX Hours with the pair of pilots formed by Juan Manuel Fangio and José Froilán González. The Argentine duo that generated enormous expectation although, finally, they could not finish the race due to mechanical problems that were really simple but at the same time almost impossible to repair due to certain details of the regulation. A great historical piece seen at RetroMobile Paris 2022 and that, without a doubt, would deserve an article just for it.
THE PENULTIMATE OF HIS LINE
One of the most challenging companies for any engine genealogist is Talbot. Founded in 1903, it can sometimes be seen as a British company. Others as a French initiative. Some as an Anglo-Gallic entente. And good, there are also the times when it was put under the control of FIAT, Chrysler or PSA. All this with Spanish ramifications included. Assembling during his last years the Solara made together with Simca in the old Barreiros factory in Villaverde. This being the case, when you are going to determine the nationality of this or that Talbot, you have to be very careful, at the very least.
However, in the case of the Talbot Lago Sport 2500 its French origin can be pointed out as all its series have been assembled in the Suresnes factory. Of course, like a good Talbot, things cannot be easy. since it counted with at least three consecutive engines as commercial alliances were changed. In the first place, a self-made four in line was assembled. However, as it gave repeated failures in terms of reliability, a V8 supplied by the then economically weak BMW was used. And, from there, it ended in a V8 from Simca.
Possibly the engine that carries the unit exhibited at the RetroMobile Paris 2022. Since from the competent auction house –Artcurial– It is ensured that this is the penultimate of the 45 units manufactured. A very recognizable model thanks to the interesting fins on its back, which give an unmistakable air to this the latest Talbot-Lago model. A very special car for the beginning of the European GTs which, in the case of this unit, is in such an original factory condition as it is full of patina.
THE COLLAPSED TRAFFIC OF PARIS
Like the rest of the great world capitals, Paris has had serious urban mobility problems for decades. A case that, in addition, is accentuated by having large historical areas with an irregular layout and very narrow streets. In this way, not only circulation but also parking becomes a major problem for everyday life in the French capital. Also, if we go back to the times after the Second World War, all this got even worse. Since the economic expansion that drove the new urban middle classes made the automobile a much more popular consumer good than in the days before the war.
Thus, mechanic and inventor Robert Hannoyer conceived the idea of creating a small urban vehicle that is extremely easy to park. Starting from this premise, in 1950 he presented the Reyonnah. A minicar with a torpedo body in which to accommodate two passengers longitudinally, which also had a ingenious system that allowed the front part to be narrowed to 75 centimeters. But how? Well, making the axes of both wheels close inwards as if they were scissors. In this way, they went from protruding quite a bit from the contour of the bodywork to being joined vertically.
In its presentation it aroused such fury that numerous requests were quickly registered. In fact, there were so many that they exceeded the logistical and financial capabilities of a small artisan manufacturer like Hannoyer. At this point, only about ten units were manufactured before all this was in borage waters. Nevertheless, this small urban model remained as a sample of French mechanical ingenuity. Which, by the way, owes not a little of its inspiration to the world of aeronautics, as can be seen in this latest example selected to illustrate the best French pieces at RetroMobile Paris 2022.
Photographs: Unai Ona
