A grand idea, a beautiful car and a fuel crisis that struck the dream into a thousand pieces. Engine the issue got resolved in the same way as so many other specialty automakers solved it. Jean Tastevin phoned then to Detroit, where Chrysler as usual replied "Sure thing".
Maybe you are the author of these lines. Some cars from the teens had a shimmer that does not disappear even when the balding device inserted.
While pondering on your three favorites, I can mention my. They are odd carriages all. One was the NSU Ro80, where Wankel-engine, another was Heuliez Porsche 914 Murena, a heavily wedge salongsbil with rear opening like a clam reversed.
But mostly I dreamed about Monica. The real beauty of the village, a French speed finesse not really thought there was, it was so much about and hum and perhaps around it.
As it looked! What promise of a heyday for Le Grand Routiere - French car - were not in the sweeping lines and where Martin engine any F1-trimmers developed? So how was it?
Was Monica? Who was she? How was she? Monica was built in thirty copies, and there are any left, unusual as cubist eggs, timid as the mid-sized woodpecker. The idea came from Frenchman Jean Tastevin, director of tank wagons for rail use. He lived in the small town outside Lyon and Balbigny had with discouragement experienced how Facel folded books in 1964 and thus how a stately (but in all honesty, quite futile) tradition with large, fast French luxury cars went into the grave.
To do something about it fueled his 1967 money out of their rail cars and contacted the Englishman Chris Lawrence, in the mid-1960s, quite a famous designer of racing specials at Morgan, BMC Cooper (called Deep Sanderson), Le Mans participation and small formula cars their CV. He also ran two F1 races in a Cooper-Ferrari during the 1966 season.
Lawrence's mission was the first to construct a two-seater car, but when it did not meet the wishes Tastevin decided to invest four-seater. As prime mover, a 3.5-liter V8 designed by Ted Martin used. It was perfect - on paper. When after many twists and turns ended up in the very earliest Monica cars it proved inadequate for several reasons: it was bad and did not provide sufficient effect.
Engine The issue got resolved in the same way as so many other specialty automakers (including, ironically, Facel) solved it. Jean Tastevin phoned then to Detroit, where Chrysler as usual replied "Sure thing," and sent the machines in wooden boxes to the trimmers in California. There sharpened crumb to about 300 hp before the engines were shipped to Europe and that the Frenchman.
The body was also developed in several stages, from the very first, truly ugly prototypes built in English Williams & Pritchard, to the far more beautiful line proposal came from a young Romanian designer named Tony Rascanu. These were further developed by an English designer, David Coward, which may be attributed to Monica's final, beautiful lines.
The task was worrisome at this point. The body of super-light aluminum would after various tours made of Airflow in England, but the final production car made of sheet metal and was heavy because many of the gains that were required for aluminum construction was never removed the material change.
The forms were translated into wooden model of Henri Chapron (yes, he of the Citroën DS Convertible) and then ended up at Vignale to become real car. It was not. Alfredo Vignale died in 1969 and his company were sold. Production The issue ended with Jean Tastevin finally placed everything into Balbigny instead. At the Paris Salon in 1972 was a prototype ready, then still with the lightweight 3.5-liter »F1 engine« Ted Martin constructed.
In the Gothenburg area, I meet Thomas Fredeby since the mid-1990s took number four copies, one of many prototypes of perhaps a total of 30 production cars. Not only did he own copy, we photograph and test run, in England is his second Monica of an expert who also specializes in the odd four-door luxury GT-touch. Thomas Fredeby have in their ownership lengths also had Grifo Iso Fidia and an utter rarity in the form of an Iso Lele Marlboro with 360-horsepower Ford 351 Cobra Jet engine, built in a handful of copies.
- I bought this Monica from a museum by the French designer Philippe Charbonneauxs cars, says Thomas. He designed the including the Renault 16 and several very special »elliptical« security vehicles with two middle wheels and one front, one rear.
Monica had been standing still for long, demanding revision of a Dutch specialist, Hans Ruhe.
- We quickly realized that the car could not be a production model, it had among other plexiglass boxes and several other signs that it was special. We made new glazing - I have understood the originals left - and finally I ran Monica home to Sweden. It was a very special feeling and the car was running really fast, 170-180 km / h on the Autobahn was no problem.
To be a prototype that would be tormented in various evaluations, the car is remarkably well executed. I put myself in a very shapely, contoured chair of fi ne leather and looks out onto a dashboard that creates. Wooden steering wheel, suede-covered panels of each other, plenty of specialized instruments and fi ne buttons, all of them specially designed for Monica. It is noticeable that Tastevin flushed money into his project.
Someone longer trip I dare not, this is the only surviving prototype. Everything feels like to manage one three shilling banco, but the photo turns I have time in the midst of tension in all cases, notice a few things: The engine pulls without hesitation and the Internet exists a solid character in how the car is moving. The gearbox Torqueflite working smoothly. The control I sense a great precision - and for the feet, it is really crowded for my wide shoes. Super View around, there may be no new GT-super-then brag about.
In fact the Bible Automobil Revue occurs Monica vintages 1973-1975, but in 1976 Catalogue fi NNS only a brief description Production eingestellt" - the production set.
Occasionally until Tastevin and his partners received some order to how Monica's future would turn out came the first oil crisis - and the extraordinary thirst heavy car was found died market overnight.
Perhaps the dream of Monica a lot in common with our times sudden onslaught of similar characters from the Porsche (Panamera), Aston Martin (Rapide) and Lamborghini (Estoque), with the difference that now is the fi nanser and not gasoline that perhaps ceps to prospects.
Monica in the article is for sale, Thomas Fredeby, 031-41 00 84
Monica: http: //pages.infinit.net/amphilot/monica/monica.htm / www.lawrence-tune.co.uk
The Independent, 31 May 2005 article by British journalist and author Martin Buckley
Monica 560 1973 o.1974
Monica 560 (data acc. Brochure and Automobil Revue 1973 o.1974)
Not sold in Sweden. New price equivalent to about 150 000. Porsche 911 cost about 50 000, Rolls-Royce Silver Shadow 140 000.
ENGINE Along mounted 8-cylinder #V8
, centrally positioned camshaft, pushrods, 2 valves per cylinder, Holley Carburetor.
Bore / Stroke 102.6 / 84.1 mm
Compression ratio 10.5:1
Maximum power 305bhp (224 kW) at 5000rpm DIN
Maximum torque is 460 Nm at 4000rpm DIN
FORM CURVE ACCORDING MONICA
0-100 kph – 0-62 MPH - 8.9 sec
0-1000 m 27.5 sec
Top speed of 240 kph
Weight to Power 6.1 kg / hp
Liter Power 54.5bhp / liter
Front engine, rear wheel drive. 3-speed automatic or Torqueflite 5-speed ZF manual.
The speed at 1000 rpm on 5th: 33.0 kph
Length / width / height 4950/1820/1340 mm
Wheelbase 2770 mm
Track front / rear 1520/1520 mm
Weight 1850 kg
Fuel Tank 2 x 55 liters – total of 110-litres
CHASSIS / SUSPENSION
Front transverse links and centrally mounted screw suspension.
Rear suspension de Dion type
STEERING / BRAKES
Rack and pinion, power. Turning circle 12.0 m. Centrally mounted ventilated front discs, rear discs. Diameter 266 mm
Rim Wolf Race
Tires 215/70 VR14
We realized that the car could not be a production model. It had plexiglass boxes.
Stylish, cheeky, slim. The fi NNS little contemporary Ferrari over Monica's elegant, lines. The appearance masks the weight 1850 kg was very 1973!
In February 1975, all come unstuck and M. Tastevin sold to Ligier. The view of the courtyard was not cheerful.
1. We understand that Monica demanded money! The prototype instrument panel is significantly different than the serial car (drawing at the technical data). Well-made details, finely worked chairs with deep curling and lots of settings - in a car designed to run down and discarded. The feeling is more Facel than Jaguar.
2. Fine lines everywhere. Unique taillight arrangement reinforces the impression of real exclusivity, but we tried with rear lights from the Volvo 142 as well...
3. Chrysler's V8 is the only one that feels familiar under the hood. The steering is in the forefront and has a remarkable location at the very top of the engine compartment. Brakes and suspension are centrally mounted at the front of the engine. Series trucks had fans who pushed out the hot air from the engine compartment.
4. To make your own car brand even more expensive. All instruments are custom made for Monica.
5. Electric rear door was an odd feature in 1973, but the electric door locks came to naught.
6. Well, even small temperature switch is its own kind.
Thomas Fredeby, Monica's husband, will guide the author in the prototype worked fine, exciting interior.
Iraden of classic and solitary four-door GT-sport-sedan with character is hardly any more than the French Monica 560. She experienced a brief renaissance media from 1973 to 1975 but was built in just over 30 copies before history's curtain closed in. The car was the result of Frenchman Jean Taste Vins desire for a new heyday for French luxury cars, something in line with what Facel represented during the 1950s and 60s. After various design template became an extremely stylish and sleek creation finished, fitted with a V8 engine from Chrysler and with a lot of very own design and detailing solutions in body and interior. Automobile article numbers 4:09 about a Swedish car, number four in production and probably a prototype of what later became the small series. Unique images, unique car and unique reading - was so good!