MUST-TRY, Frans Bred Helden | Six of the best

If you think of France, cars are not necessarily the first to come to me. That is curious in view of his irreconcilable place in car history and his wonderful talent for doing things in his own way. Suitable for a nation that has effectively invented front -wheel drive is the only thing where it excelled is the volatile, featherweight hot hatch. The back catalog in a niche segment has no serious rival and is characterized by cars such as the Homologated Peugeot 106 Rallye. Small, rev-happy 100 hp engine, small 825 kg kerbweight, big character. This one looks great in rarely black and has covered less than 70k. Pricey, spirit. But there are very little about this type of state. C’est la vie.

Everyone with a particularly good memory might remember that we saw this AX GT for sale a few years ago – the fact that it stays with the same dealer suggests that the answer has not been overwhelming. Nevertheless, the GT is a good example of what we are talking about: it has even less power than the Peugeot, was built with the kind of Laissez-Faire approach that makes a baked bean announcement look solid and was remarkably easy in a ditch. It was considered rudimentary in his time; In 2025 it is the mechanical equivalent of going wild swimming in your birthday suit. That is, free and enlarge. It is also less than last time for three Grand. Funny that.

From Pauper to Prince. The Clio 182 trophy does not need any introduction here – not on a website that voted earlier, hot Liège of the century. In the pantheon of the big ones for the front drive it takes a holy place (in addition to various other Renault sport models). Of those left, this week is easy this week to be the very best, not only because it is unchanged and only treated 37k in 20 years, but because it was produced the very last of the 500 produced and was originally to the first owner in a lottery organized by Renault. For the appreciation for origin it is a fantastic hook. For everyone who clambers Bicester this weekend, there is a chance to og it for themselves: it will be a proud of the PH standard. Mon Dieu!

The sparkle of the A110 is now existing for so long that the critical (if not commercial) success almost seems like a Fait-Volan. But it wasn’t: in fact, the idea that Renault would suddenly know how it can best perform a mid -engine sports car with the rear drive of something like a standing start is ridiculous. Unless you have taken into account the flair of Dieppe for dealing with nuance, of course, which seemed like a tricolor search light. The result is undoubtedly one of the few really great cars of the past ten years and will be missed very much. The GT, with its standard (and therefore beautifully flexible) chassis and lifted 300 hp output, is perhaps the one to go for – especially in paint as striking as orange feu metallic.

Admittedly, the Phoenix-like revival of Bugatti is more thanks to the Germanic strategy of the VW group than translated prail blazing but that does not reduce the fact that 25 years of the world’s most famous (and very often fastest) hypercars have been built in Molsheim. They are also amazing things: the Veyron was 20 years old last month, but the raw statistics, most of them, remain a segment benchmark even today. It is partly for that reason that second-hand values, even for one such as relatively well used if this 22K-Old, example, remain comfortable in the reach of seven digits. There is little reason to think that they will not stay that way for Éternité.

No Supercar book of the 90s was complete without mentioning a Venturi. From a standing start in the mid-80s, the former Heuliez employees Gérard Godfroy and Claude Poirud quickly attracted attention in supercarcirkels with their V6-driven, mid-engine coupes; The 400 GT of 1994 also contained carbon ceramic brakes, years before they were part of the mainstream. Motorsport was always part of the Venturi plan, hence the frequent appearance of Venturis in Global Sportscar series on the day, as well as the Single -Makeke series that brought this 400. It is one of the last, and remarkable as one of only 10 that were converted for road use – another modern trend that Venturi was for the advantage. Although there was a little less extreme than ever, this trophy promises a Francophilic sensation like little else.