3.0 MATRA-SIMCA MS650 & MS660

PREHISTORY OF THE MATRA-SIMCA MS650 & MS660 (part 1)

Of all racing stories in the history of motor sport, the history of Matra Sports is undoubtedly the most crazy one. Indeed, between 1965 and 1974 a team of young angry Frenchmen, coming from nearly nowhere, realised an unbelievable performance: having started from  no-thing they succeeded in winning the F1 World Cham-pionship and 3 times the Le Mans 24 hours (1972, 1973, 1974).
Before 1965 the French firm Matra, created on March 7, 1941 by Marcel Chassagny (1903-1988) as S.A. Mécanique Aviation Traction, had absolutely nothing to do with autosport. Matra was a giant industrial group making good money out of the production of highly sophisticated arms. It housed somewhat the best civil engineers of the whole country. In 1957 Sylvain Floirat (1899-?), another arms manufacturer, joined the group. In 1964, the founder Marcel Chassagny concluded that in times of peace the part of the pure military receipts was too high as compared with the civilian turnover. So it was decided - despite the strong opposition of Floirat, that the group, in search of a better image than lonely that of an arms manufacturer, should produce automobiles with a young, dynamic and sporty character. Knowing that René Bonnet, the former half of DB Racing, was in big financial problems after he and his former associate Charles Deutsch went each their own way in racing since 1961, Matra made a merger with Bonnet and launched the Matra Djet tiny sports car. Commercialisation was no big success, because between 1964 and July 1968 hardly 1,500 copies of the Matra Djet were sold. 
So it was decided that the commercialisation of the Matra Djet should be backed up by a complete new racing division. As chief of the competition department Jean-Luc Lagardère (1928-2003), an engineer of the École Super-ieure de l'Electricité was engaged, at the first glimpse a strange choice since Lagardère had no knowledge at all about autosport. Nevertheless he had great, total crazy plans: the only goal was winning the F1 World Championship and the Le Mans 24 hours within 5 years. When Lagardère engages Philippe Guédon, a young engineer coming from Simca, Guédon phoned his wife with the message: "Chérie, je suis chez les fous!"  The development of the race cars will be supervised by Bernard Boyer, who was involved in the construction of the Sirmac Formula Junior in 1960, where he worked together with the "maquettiste" André Legan. It was Legan who convinced Boyer to come over to Matra, when he phoned his old friend with the message: "Bernard, ... on est chez les fous, il faut venir!"

LE MANS 24 HOURS 1966 - Jean Pierre Beltoise at the wheel of the 1.9 Matra-BRM 620. None of the 3 entered prototypes will reach the finish. Until mid-night the above car with  chassis 620-04 was 2nd in its class, only headed by the 2.0 Porsche 906P of Jo Siffert/Udo Schütz. Clutch and transmission problems should contribute to its retirement after 13 hours. PICTURE: Hurel François, Matra au Mans, Nimes: Éditions du Palmier, 2004, p. 27.

LE MANS APRIL TRIALS 1967 - After having tested on Saturday the old 1.9 Matra-BRM MS620, Roby Weber insists - with 10 minutes of practice left - to have a run with the new 2.0 Matra-BRM MS630, having earlier been tested by Jean-Pierre Jaussaud. He convinces Jean-Luc Lagardère. (Here we see the #31 in hands of Jaussaud). It will be Roby's last run. He'll be killed at the wheel of the same car during his first lap behind the wheel. PICTURE: Hurel François, op.cit., p.36.

LE MANS 24 HOURS 1968 - The 3.0 Matra MS630 V12 caused a stir at Le Mans, where - after 8 hours - it was already 2nd and was, with less than 3 hours to go, still in 3rd position, 48 secs. behind the 2.2 Porsche 907 on the 2nd place. The prolonged rear of the car was the work of Robert Choulet. To prevent that the rear could rub the tires under pression of the air masses, the rear was fortified. PICTURE: Hurel François, op.cit., p.52.

PREHISTORY OF THE MATRA-SIMCA MS650 & MS660 (part 2)

At the qualifications the lonely entered #24 3.0 Matra-Simca MS630, shared by Johnny Servoz-Gavin and Henri Pescarolo is 6th in 3'41"8, headed 3 Porsches 908LH - the fastest in 3'35"4 - and one JWA Gulf Ford GT40. At 10pm, after 8 hours of racing - the start having been advanced by 1 hour due to the presidential elections - is in an unexpected 2nd position behind the Ford GT40 of Rodriguez/Bianchi. Then follows the endless night where Pescarolo writes one of the most famous lines of the Matra legend. Abstained from working wipers he can maintain his MS630 V12 in 2nd under the swirling rain. A puncture at 11h38am makes him loosing his 2nd place to the 2.2 Porsche 907 of Steinemann/Spoerry. But 5 laps later Henri is only 48 secs out of the 2nd place. Then, with something more than 2 hours to go he suffers a new puncture, provoking a short-circuit. The retirement is a moment of deception for a complete nation. The car comes back at the Paris 1,000-kms but is eliminated in the early stages of the race by a broken oil conduct.
For 1969 the CSI announces that prototypes need no longer a spare wheel, that no luggage-hold is still neces-sary and that the minimum height of the windscreen has been cancelled. So Porsche launches its 908-02, Alfa Romeo its T33/3 and Ferrari its 312P, all extremely low spyders. At Vélizy they decide to follow the same trend. The MS630 will be equipped with a spyder body, called 3.0 Matra-Simca MS630/650 V12. The new car is 120 kgs lighter and its improved V12 delivers now 420HP. At the Le Mans Trials on March 29, 1969 - where Lucien Bianchi will be killed with the new Alfa - Johnny Servoz-Gavin realises the 2nd best time in 3'33"9, i.e. 7"9 better than in September. A top speed of 326 kph is noted on Hunaudières. Another project is the aerodynamically (closed) Matra-Simca MS640 V12, but on April 16 Pesca-rolo writes off the unique copy on the RN 138 (closed for traffic). A 630/650 is sent to the Monza 1,000-kms, but retired with fuel problems. For the Le Mans 24 hours 3 new 3.0 Matra-Simca MS650 V12 prototypes will be ready. Their tubular chassis is lighter and uses a similar suspension as the F1 M80. Dry weight is 775 kgs versus 820 for the 630. Of them one finishes as 4th (Courage/ Beltoise), one as 7th (Galli/Widdows), whilst the 3rd is retired after a short-circuit. A 4th car, a closed MS630 (Guichet/Vaccarella) is 5th.
Meanwhile Jacky Stewart won the F1 Worlds with the MS80 and MS84; and François Cévert won the European F2 Trophy. Euphoria is great, especially when the Paris 1,000-km are won by the MS630/650. Up from now the second goal must be reached: winning also Le Mans. The MS650 was raced a last time in 1971: it won the Tour de France.

3.0 MATRA-SIMCA MS 650 V12

LE MANS TRIALS 1969 - First outing of the 3.0 Matra-Simca MS630-650 V12 - chassis MS630-03 - in hands of Johnny Servoz-Gavin. He'll realise the second best time of the Le Mans Trials: 3'33"9. PICTURE: François Hurel, op.cit., p. 71.

MATRA-SIMCA MS640 V12 - The tyre drop body of the MS640 V12 was the work of Robert Choulet (°1935), a former engeneer at CD, where he introduced already the rear fins. It was an absolutely revolutionary project. Unfortunately the body, tested in the wind tunel, is slightly deformed at high speed. That is what happens on April 16, 1969, when the car is tested on the straight of Hunaudières (the EN138, closed for traffic that day). The air pression makes that the rear of the car rubs the track surface so that Henri Pescarolo looses control over the car being destroyed. Up to now the car remains the centre of heavy polemics. A group of former mechanics, working together with the 69 years old Choulet, rebuilt the 640, and wishes to prove that Jean-Luc Lagardère was wrong when he refused to let built a new MS640 after the first was destroyed. Fact is that Choulet was very unhappy with that refusal and that by October 1969 he quit Matra and co-operated with Porsche on the aerodynamically 917LH tyre drop body. PICTURE: François Hurel, op.cit., p. 62.

MONZA 1,000-KMS 1969 - First race for the 3.0 Matra-Simca MS630/650 V12 with chassis 630-03 at Monza. Johnny Servoz-Gavin/Jean Guichet had to retire after 61 laps. PICTURE: Curami Andrea, Galbiati Daniele and Ronchi Luca, 1000 km di Monza, Trofeo Filippo Caracciolo, Monza: Edizioni dei Soncino, 1998, p. 51.

LE MANS 24 HOURS 1969 - The 3.0 Matra-Simca MS650 V12 with chassis MS650-01 was driven by Jean-Pierre Beltoise and Piers Courage. It had a prolonged rear tail of the type "pedalo" as it was called by the mechanics. The car finished 4th. PICTURE: Hurel François, op. cit., p. 79.

LE MANS 24 HOURS 1969 - The 3.0 Matra-Simca MS630/650 V12 with chassis MS630-03 of Johnny Servoz-Gavin and Herbert Müller had a normal rear, as earlier applied by Robert Choulet on the MS630. The car qualified as 11th but was retired after 12 hours due to electrical problems. PICTURE: Hurel François, op. cit., p. 88. It's the ex #24 of the 1968 Le Mans 24 hours and the ex #29 with was raced with a BRM motor at the 1967 Le Mans 24 hours.

LE MANS 24 HOURS 1969 - The 3.0 Matra-Simca MS630/650 V12 with chassis MS630-02 of Nanni Galli and Robin Widdows qualified as 16th and finished as 7th. In 1968 the car was raced with a 4.7-litre Ford engine. At the Le Mans 24 hours of 1967 the car was raced with €30.  PICTURE: Hurel François, op. cit., p. 88.

WATKINS GLEN 6 CANAM 1969 - The 3.0 Matra-Simca MS630/650 V12 with chassis MS630-02, qualified as 7th at the Watkins Glen 6 hours, but was retired after 156 laps with clutch problems. Drivers were Jean Guichet (the former Ferrari driver) and Robin Widdows. PICTURE: Racing Sports Cars Archive.

WATKINS GLEN 6 CANAM 1969 - The 3.0 Matra-Simca 650 V12 with chassis MS650-01, having finished as 4th at Le Mans, finished also as 4th at the Watkins Glen 6 hours. Drivers were Pedro Rodriguez and Johnny Servoz-Gavin. At the CANAM race, one day later, Johnny Servoz-Gavin finished with the same car as 8th. PICTURE: Racing Sports Cars Archive.

WATKINS GLEN 6 CANAM 1969 - The 3.0 Matra-Simca MS630/650 V12 with chassis MS630-02 was brought home as 10th by Pedro Rodriguez. PICTURE: Racing Sports Cars Archive.

MONZA 1,000-KMS 1969 -  3.0 Matra-Simca MS630/650 V12 with chassis MS630-03 qualified as fifth but was retired. Later the same car won the Monthléry 1000-kms with chassis MS650-03, driven by Jean-Pierre Beltoise and Henri Pescarolo. Another Matra, the 3.0 MS630/650 driven by Brian Redman and Pedro Rodriguez finished as 2nd. PICTURE: Sport Auto (French edition), #89, p. 39.

HISTORY OF THE MATRA-SIMCA MS650 V12

With its prototypes Matra followed a different policy than e.g. Ferdinand Piech at Porsche or Mauro Forghieri at SpA Ferrari. Piech - with the financial back up of VW - entered nearly at each race a new 917 or a new 908. Forghieri - with the financial back up of Fiat - used in 1970 no less than 9 work's Ferraris 512S. Supported by the national government and by a radio station, Matra didn't waste all that money. In 1969 and 1970 Jean-Luc Lagardère used only 5 cars for 2 seasons.
Contrary to its predecessors the Matra MS630/650 and MS650 were very reliable cars. One of them, the MS650 with chassis MS650-01 finished 7 races of the 8 it entered. The MS650 with chassis MS650-02 finished 5 times on 6 outings. So the prejudice that the Matra prototypes were unreliable cars is totally false. Porsche and Ferrari had no car having been so reliable as Matra's MS650 prototypes.
Compared to the Porsches 908 and the Ferraris 312P the Matra-Simca MS650 had initially the handicap to be too heavy. The MS9 motor however had more power than its rivals. One has to wait the end of the 1969 season to see the MS650 winning its first major endurance race: the Montlhéry 1,000-kms, not counting for the Manufactu-rer's World Championship. Earlier the car finished already 4th and 7th at the Le Mans 24-hours and 4th at the Watkins Glen 6 hours. By 1970 Matra is victim of the CSI decision to homologate 5-litre sports cars if they are manufactured at 25 copies. In fact the Porsche 917K and Ferrari 512S are 5-litre prototypes. The plans to win Le Mans after the first goal was achieved - winning the F1 World Championship - were thus delayed by 2 years. Indeed early January the CSI - feeling it was victim of its proper 25-copies-rule - announced that up from 1972 all 5-litre cars should be banned, and that the maximum engine capacity of all other cars than GT should be limited at 3,000 cc. So 1970 and 1971 were for the ambitious Matra 2 years of transition.
Starting the 1970 season the MS650 won immediately the Buenos Aires 1,000-kms, a race not counting for the Manufacturer's Worlds. Since only one Porsche 917K was present (David Piper's), and since all Porsches 908-02 at the start were entered by privateers, this second victory missed the glamour of winning a round of the Manufactu-rer's Worlds. At the following Buenos Aires 200-mi the MS650 finished 3rd.

New for 1970 was that Matra raced not longer Dunlops, but Goodyears. New too was that Claude Le Guézec withdrew as race director - a withdrawal appreciated by all racers, since they hated the man's eternal intrigues. He was replaced by Gérard Crombac, the chief-editor of the French Sport Auto magazine.
In F1 the new world champion Jackie Stewart tested the improved MS12 motor but concluded that a comparison with the V8 Ford-Cosworth was fully in favour of the Ford. Installing such motor in the new MS120 was impossible, due to the deal with Simca. So Stewart (and Tyrell) went their own way. Much time was invested in the new full-Matra F1 for Pescarolo and Beltoise, however without results. At the end of the season poor Pescarolo - having won only 1 point - was even fired, forgetting all he did - at the risk of his own life (remem-ber the accident with the MS640 at Hunaudières) - for the development of the Matra prototypes. Meanwhile Crombac succeeded to engage some foreign top racers for the MS650. Among them triple F1 world champion Jack Brabham.
For those prototypes the biggest change in 1970 was that a more supple motor than the brutal MS9 could be installed. Compared to the version of the previous year the 1970 MS650 was lighter and showed a better roadholding. Once equipped with the new MS12 motor - limited at 10,500 revs/min - the drivers had a smoother 430HP engine. It allowed them to win the 3-litre class at the Monza 1,000-kms, by finishing 5th and 6th. Earlier, at the Daytona 24 hours, where the MS650 finished 10th and 18th, they were beaten in their class by N.A.R.T.'s ex-factory Ferraris 312P taking ranks 4 and 5. At the Sebring 12 hours the fastest MS650 finished 5th, but was beaten in its class by the Alfa Romeo T33/3, making its first show of the new season. At Brands Hatch the MS650 was for the first time equipped with the MS12 engine, but clutch problems made that it finished not higher than 12th.
After Monza, where the Matras were only preceded by 4 5-litre sports cars, Ducarouge and Crombac decided to withdraw their entry from the Francorchamps 1,000-kms. Le Mans was a disaster, since the 3 entered cars disappeared all 3 during the 7th hour. A 1-2 at the Tour de France was the ultimate consolation. Up from now the MS650 was replaced by the MS660 having won the Montlhéry 1,000-kms towards the end of the season.

DAYTONA 24 HOURS 1970 - The 3.0 Matra-Simca MS650 V12 with chassis MS650-01 of Jack Brabham/François Cévert struggled, just as the other MS650 of Jean-Pierre Beltoise/Henri Pescarolo with continuous ignition problems. After lengthy stays behind the wall, the 2 Matras returned to the track in the final minute so they could be credited with 'finishing'. PICTURE: O'Malley J.J., Daytona 24 hours, the definitive story of America's great endurance race, Phoenix, AZ: David Bull Publishing, 2003, p. 81.

DAYTONA 24 HOURS 1970 - At the Daytona 24 hours the #33 3.0 Matra-Simca MS650 V12 with chassis MS650-01 and driven by Jack Brabham/François Cévert qualified as 7th and 1st 3-litre prototype, finishing 10th overall, due to continuous ignition problems followed by a collision. The #34 with chassis MS650-02 driven by Jean-Pierre Beltoise/Henri Pescarolo qualified as 14th and finished after similar problems as 18th. PICTURE: Virage Auto, April 1970.

LE MANS 24 HOURS 1970 - Driven by Patrick Depailler and Jean Pierre Jabouille the #30 3.0 Matra-Simca MS650 V12 with chassis MS650-03 qualified as 20th In 3'36"3, that was as 4th 3-litre prototype, headed by the #32 Matra-Simca MS650 (14th in 3'32"2), the #35 Alfa Romeo T33/3 (17th in 3'33"8), and the #36 Alfa Romeo T33/3 (19th in 3'35"7). Against 11 Ferraris 512S and 6 Porsches 917 - all 5-litre entries - the Matras had no chance to finish as overall winners. Nevertheless Ducarouge and Crombac were at the start pritty sure that a first place in the 3-litre prototype class could be won. Here opposition came from the 4 factory Alfa Romeos T33/3 and from the Martini Porsche 908-02LH. However, after less than 7 hours, no more French blue was seen on the track. At 19h15 Jabouille, then 12th overall, hurts the rail at the Esses du Tertre. A failing segmentation makes that the car - having been 26 minutes in the pits for repair of the body - is abandoned at Hunaudières with a blocked motor. PICTURE: Hurel François, op. cit., p. 99.

LE MANS 24 HOURS 1970 - Of the 2 Matra-Simcas MS650 entered at Le Mans, only the #30 had the normal closed rear tail, designed by Bernard Boyer in 1969. However, its motor was not the MS9 as in the skizz above, but the new MS12. PICTURES: Hurel François, op. cit., res. p. 185 and p. 186.

LE MANS 24 HOURS 1970 - The 3.0 Matra-Simca MS650 V12 with chassis MS650-02 of Jack Brabham and François Cévert realised in hands of the Australian triple F1 World Champion the best time among the prototypes. The car was equipped with Boyer's long tail in "pedalo" style. Here we see the Australian ace climbing behind the wheel. PICTURE: Hurel François, op. cit., p.89.

LE MANS 24 HOURS 1970 - The same car with chassis MS650-02 in hands of François Cévert. PICTURE: Lennart Sorth (DK).

LE MANS 24 HOURS 1970 - The "pedalo" rear of the #32 3.0 Matra-Simca MS650 V12. PICTURES: Hurel François, op. cit., p. 185 and p. 94.

LE MANS 24 HOURS 1970 - Triple F1 world champion Jack Brabham (AU) at the wheel of the 3.0 Matra-Simca MS650 V12 with chassis MS650-02. The Corvette L88 StingRay is the Écurie Léopard one, driven by Jacques Bourdon and Jean-Claude Aubriet, having been eliminated by accident after 37 laps. After 2 hours the car, having been driven up to then by Brabham, is 11th and leader among the 3-litre prototypes. After 4 hours the car is already 7th overall. At 21h20, having been passed by the 3.0 Alfa Romeo T33/3 of Rolf Stommelen and Nanni Galli, the motor refuses to start due to a gripped segmentation. PICTURE: Auto Passion.

3.0 MATRA-SIMCA MS 660 V12

HISTORY OF THE MATRA-SIMCA MS660 V12 & MS660C V12

Contrary to the MS650, built on a tubular chassis, the MS660 was built on a monocoque chassis of aluminium sheets with a self-bearing engine (as was always done on the Matra F1 cars). Contrary too to the MS650, which stayed equipped with the MS9 V12 until Brands Hatch 1970, the MS660 was immediately equipped with the new MS12 engine, de-tuned to 430HP with 2 exhaust pipes. The construction started already during the 1969 Autumn, but one had to wait Le Mans 1970 to see the new car in action. Dry weight of the car was 685kg. Having never been raced, only tested at Marigny, the Le Mans 3.0 Matra-Simca MS660 is ready ...the night before the first qualifications. The car will be raced by Pescarolo and Beltoise, but will suffer from a misfiring engine, withdrawn during the 7th hour with broken piston segmentations. At the Montlhéry 1,000-kms the MS660 will win the race after a sister car lost the lead (to finish 4th). It will be the only victory of the MS660.
In 1971, knowing that his cars have no winning chances against the Porsches 917 and the Ferraris 512M, Jean-Luc Lagardère decides to follow a minimum program with his prototypes and to focus on F1 racing. At the Temporada (now the initial round of the Manufacturer's Worlds) one MS660 is entered for Beltoise and Amon. Running out of fuel at his first stint, Beltoise - totally crazy? - will push his car over the track. At the wheel of the new 3.0 Ferrari 312PB Ignazio Giunti will have no chance to avoid a fatal collision.  An MS660 will be present at the Le Mans April Trials, but at the last minute it will be decided that the car will not start in the new 3 hours race. One has to wait Le Mans to find the car back in racing. Driven by Chris Amon (being 3 secs per lap faster than his "crazy" team mate) and Beltoise, the MS660 will climb up from 16th to 2nd, but will be retired during the 18th hour with electrical problems. At the Trophées d'Auvergne new comer Gérard Larousse will initially lead the race to finish 3rd with the MS660. The Montlhéry 1,000-kms will not be finished by Amon/Beltoise, due to a broken transmission. But already during the 1971 Autumn Matra prepares the 1972 season, building its very specific MS670 for Le Mans.

Meanwhile Matra fails to score in F1 racing. The poor results let Simca and Shell decide to stop their sponsoring. So in 1972 all efforts will go to the prototypes and F1 racing (Matra's last year) will become of subsidiary order. Now that the 5-litre cars are no longer there, everybody expects a sharp fight between the 3.0 Ferrari 312PB and the new 3.0 Matra-Simca MS670 - a further evolution of the MS660. But whilst Ferrari goes after the Manufacturer's Worlds, Lagardère decides that the new MS670s will be only raced at Le Mans. He lets them being built in function of that lonely race. At the preliminary Le Mans Trials Jacky Ickx and his Ferrari 312PB are a full second faster than Cévert in the MS660 (the MS670 being not ready). But less than 2 weeks before the start of the 24 hours Il Commendatore - having already won all 8 rounds of the Manufacturer's Worlds - decides not to show. So Matra wins the 24 hours with its MS670. However, critical journalists consider it as an empty box. One year later Ferrari is present at Le Mans. And after a merciless combat Matra wins its second and most beautiful Le Mans 24 hours with the MS670B. In 1974 a third win is realised, again with the MS670B, but now without the Ferraris 312PB (retired from racing) and without the announced Alfa Romeos 33TT12. At the end of the year Matra Sports will retire from active racing, going back to its arms.
The story of Matra in autosport is one of the most stirring in history. Within 8 years an arms manufacturer, having not the smallest knowledge of cars, will win the F1 World Championship (1969), twice the Manufacturer's Worlds (1973-74) and three times Le Mans (1972-73-74). The enthusiasm of a top manager as Jean-Luc Lagardère played a crucial role in this. But also a fantastic engineer as Bernard Boyer and all those others continuously motivated by the real hard worker Gérard Ducarouge always was. The Matra racers - la bande des copains - most of them formed on the F3 Matras (others being real racing legends as Jack Brabham or Graham Hill) were another unicum in autosport. Together they wrote one of the most beautiful and most crazy pages in its history.

LE MANS 24 HOURS 1970 - Beltoise tries to reach the pits at 21h10. He'll need 10 minutes to achieve one lap. For the 3.0 Matra-Simca MS660 V12 with chassis MS660-02 the race is over. PICTURE: Hurel François, op. cit., p. 100.

LE MANS 24 HOURS 1970 - The 3.0 Matra-Simca MS660 V12 with chassis MS660-02 with Beltoise at the wheel.

LE MANS 24 HOURS 1972 - The 3.0 Matra-Simca MS660C V12 with chassis MS660-03, already present at the April Trials, is equipped with the new 430HP MS12 motor. Due to a change in the CSI rules for prototypes it has a larger interior and a higher windscreen. The rear is again of the "pedalo" type; now with a fin ahead of each end. Spoiler is new. Although 10 secs per lap slower at the qualifications than the MS670 having realised the pole, the car - shared by Jean-Pierre Jabouille and David Hobbs - is 6th at mid-race. By passing the 3 Alfa Romeos, grouped in front, Jabouille brings the car in 3rd position, so that a 1-2-3 for Matra remains possible (in absence of the that year invincible Ferraris 312PB). When François Cévert, then 2nd in an MS670, is collided by a Corvette and he needs 22'45" to bring his car with a plat tyre and a broken suspension back to the pits, the MS660C is at once 2nd. During the last hour, always 2nd, the gearbox refuses at once all work and is definitively stopped with 313 laps. Even then it should have been 4th, but since the finish was not reached the car will be not ranked. PICTURES: Hurel François, op. cit., p. 129.