The Official Facel Véga Car Club UK

On July 26, 1945, Messrs. Keller, president, and Kœhler, general manager, resigned to make way for Jean Daninos who was appointed chairman and general manager while Henri Feuillée received the title of “advisor to the president” within Facel. Ten days later, the MétalIon company was integrated into Facel.

While keeping a small aeronautical subcontracting activity, the new CEO oriented the firm’s activity towards the subcontracting of small series bodywork on behalf of major automobile brands.

The Dyna Panhard

A contract was quickly concluded with Panhard for the manufacture of small series bodies of the first Dyna (design by Panhard). Released in 1947, it was the first French production car with a bodywork largely made of aluminium. Around 45,000 examples were produced.

The Bentley Cresta

In addition to these major productions, J. Daninos cultivated his secret garden: the high-performance luxury car. He chose the chassis of the Bentley 4.2-litre Mark VI, which he fitted with a fast-back body under license from Pinin Farina. Presented in 1948 as “Specially designed Facel-Farina Body, manufactured by Facel Métallon Co, Paris, and approved by Bentley Motors”, only twelve examples of this high-luxury sports car were produced.

The Simca Sport

In 1948, a collaboration was concluded with Simca for the production of the bodies of the future Simca Sport (design by Stabilimenti Farina) on the chassis of the Simca 8. Then, on the basis of the Simca 9 Aronde, splendid coupés and convertibles were produced (designs by Facel-Métallon) called Simca 9 Sport, Coupé-de-Ville and Week-End, then Plein-Ciel and Océane (designs by Facel S.A. and no longer Facel-Métallon because the Company was split into two separate companies on January 15, 1953: Facel S.A. industrial company and Métallon S.A. commercial company). It was therefore appropriate from this date to no longer associate the name Métallon with that of Facel. Approximately 23,500 coupés and convertibles were manufactured until 1962.

The Ford Comète

In September 1951, construction began in the Facel factories of the Ford Comète, a luxurious coupé (again designed by Stabilimenti Farina) on the Vedette chassis, to which a more muscular version, the Comète Monte-Carlo, was added in 1954. 2,200 Comètes were built, in accordance with the contract signed by the parties.

In 1952, Jean Daninos decided to produce a new grand touring car according to his own criteria and started working on the prototype of a luxurious 2+1 coupé. Realising that no French engine could be suitable for his creation, which he wanted to have high performance, he turned to the relationships he had established during the war within American industrial circles, including the Chrysler Corporation for the supply of powerful and modern V8 engines. After receiving a first Chrysler engine, a prototype was successfully tested over 100,000 km and so it was decided to present it at the Paris Motor Show in October 1954. Previously Jean Daninos had asked his brother Pierre, a journalist and writer not yet famous, to suggest a baptismal name and the latter, inspired by the stars, suggested the name of the star Véga, one of the brightest in the summer sky and beyond as a symbol of power and prestige. The prototype close to the production model was therefore presented under the brand “Véga, built by Facel”.

The Véga presented as an elegant and a luxurious 2+1 coupé powered by a powerful 4,528 cm3 Chrysler V8 “De Soto Firedome” engine which, coupled to a Pont-à-Mousson four-speed synchronized gearbox, promised 180 hp at 4,400 rpm giving a theoretical speed of 123mph. Manufacturers at the time proudly displayed the supposed top speed of their cars as a powerful selling point.

Building on the success achieved at the Motor Show, production was then considered, but with a longer wheelbase than that of the Véga 54 (2+1 seats) in order to accommodate two additional seats in the rear (2+2 seats) and no longer just one arranged transversely as the original prototype was the prototype.

It was from the FV2 type (with a panoramic windshield and a walnut burr dashboard) presented in September 1955 that Facel Véga, and no longer Véga, officially became the brand of the car. Then the models followed, types FV2, FV2B, FV3, FV3B, FV4, each time with a more powerful Chrysler engine: from 200 hp for the FV2 to 340 hp for the FV4.

At the Paris Motor Show in October 1956, a sumptuous sedan named Excellence was presented, with four doors opening in opposite directions, without a central pillar, giving it, with the windows down, the appearance of a coupe, but it would not be available until 1958. It took up the chassis of the FV coupe series, however enlarged and reinforced with a powerful Chrysler engine of Nearly 6 litres of displacement. It represented French prestige at the highest level, and used in their embassies around the world.

In 1958, the HK 500 coupé (type HK) appeared, considered the culmination of the series, with a powerful 5,907 cm3 Chrysler engine equipped with its automatic gearbox, the Pont-à-Mousson manual gearbox being optional. Dunlop disc brakes were adopted as standard a year later (type HK 1), while a few examples reserved for export received an even more powerful 6,286 cm3 engine.

It was a model of this version that, driven by Paul Frère (winner that year of the 24 Hours of Le Mans), reached the speed of 147mph on a section of motorway cleared for this purpose near Antwerp. This record, duly validated by the Royal Automobile Club of Belgium, now allowed the manufacturer to focus its advertising on the following statement:

“Facel Véga the fastest four-seater coupé in the world”

With these great road qualities, the power and the finish, HK 500 coupé became a success both in France and abroad.

Several Formula 1 drivers, such as Maurice Trintignant and Stirling Moss, chose it as their own personal cars to drive, often to and from F1 races.

In a few years, the firm had acquired a worldwide reputation at the highest level of motor car manufacture. However, this large and luxurious coupé, with exceptional performance – but whose price, also exceptional, allowed only a very limited distribution. Out of reach for most motorists in a very narrow market, both in France and around the world, there was not enough income to ensure Facel’s sustainability. Also, Jean Daninos, foreseeing the future and also wanting to take a more important place in European motor car manufacturing, decided to start work on a smaller and more accessible Facel Véga, which would become the Facellia.

The small Facel Véga convertible design was started at the end of 1957 and launched at the Paris Motor Show in September 1959 where it was immediately the star of the show, being very well received by both press and enthusiasts alike, some of whom placed orders before even trying it. Its price was set at 19,500 francs, compared to 39,500 francs for the Facel Véga HK 500 and… 52,000 francs for an Excellence.

A major attraction to the domestic market was that it was 100% French, because the engine, proudly branded Facel Véga, had been designed by the engineers of the Fonderies de Pont-à-Mousson company under the direction of Jean Cavallier based on a study by the renowned engine designer Carlo Marchetti, a defector from Talbot.

It was a superb 4-cylinder, a double overhead camshaft with a displacement of 1,646 cm3, producing 115 hp and promising a top speed of 112mph. The engine components manufactured by the Fonderies de Pont-à-Mousson were delivered to Facel, which assembled them, tested them and assumed responsibility for the warranty. The cast iron engine block had hemispherical combustion chambers with removable chrome liners, while the lower crankcase and cylinder head were made of aluminium; the gearbox, also manufactured by the Fonderies de Pont-à-Mousson, was delivered fully assembled to Facel. The first convertibles were delivered in March 1960.

So everything was looking good for the Facellia, but shortly after initial deliveries, the cars suffered from a lack of power and a fragile engine, several of which quickly expired. In fact, it appeared that the launch of the Facellia had been premature due to a lack of prolonged testing and fine-tuning before its commercialisation.

The engineers of Pont-à-Mousson and Facel made several modifications to this powertrain, which then became the F2 engine, the Facellia type FA giving way in March 1961 to the Facellia type F2, while in addition to the convertible, two closed versions were presented, a delightful 2+2 coupé followed by a 4-seater coupé with a longer roof that was more usable.

Unfortunately, Facel quickly found itself in a difficult financial situation due to the abundance of engine changes under warranty and the fact that their reputation for fragility had quickly spread among enthusiasts and in automobile magazines. At the end of 1960/beginning of 1961, sales collapsed and, called upon again – after an initial loan of 200 million old francs obtained in July 1960 – the State granted a second loan of 86 million old francs in June 1961.

Jean Daninos, ready to file for bankruptcy, returned to explain the situation to the Ministry of Industry, which escalated the matter to the Prime Minister, Michel Debré. It turned out after a serious financial study that a complete reorganisation of the company was essential.

The government imposed conditions on Jean Daninos that he had to accept: it was a question of bringing in new shareholders to provide fresh capital, which, combined with a new loan from the State this time of 1 billion old francs, would allow Facel to restart on a new basis. Thus the Fonderies de Pont-à-Mousson company, Hispano-Suiza and the French Mobil-Oil became majority shareholders. Jean Daninos was forced to resign from his position as CEO in August 1961. He was replaced by his manager, André Belin. However, being the soul of Facel, Jean Daninos kept his position as technical and commercial director.

This reorganisation of the Facel company at the highest level did not prevent some specially prepared Facellias from distinguishing themselves in several rallies, notably winning their class at the Monte Carlo rally and the Tour de France Automobile.

For the Paris Motor Show in October 1961, the Facellia, type F2B 62, benefited from a new engine development requested by André Belin from the company “Le Moteur moderne” and, aesthetically, received a new front end with the appearance of new double vertical optical blocks developed by Marchal and called Mégalux, identical to those mounted on the brand new Facel II which was presented simultaneously in a world premiere.

Facel II

The government loan made it possible to present the Facel II at the October 1961 Motor Show, a car even more powerful than the HK 500 with a 6,267 cm3 Chrysler engine developing 390 hp, allowing it to exceed 149mph and taking up the slogan: “The fastest 4-seater coupé in the world”. Lower and longer, the Facel II, superbly finished, is considered one of the most beautiful French cars produced after 1945.

However, the financial situation continued to deteriorate, clearly the Facellia found fewer and fewer buyers and the new Facel II was only intended for a very small privileged international elite. Worse still, Simca stopped its collaboration with the discontinuation of its range of coupes and convertibles based on the Aronde.

On July 10, 1962, an amicable liquidation was pronounced and a judicial administrator was appointed. The latter obtained authorisation from the Commercial Court to continue the operation and appointed Jacques Persin as general manager on August 1, 1962, with Jean Daninos remaining technical and commercial director.

Facel III

It was obvious to Jacques Persin that it was urgent to abandon the engine with the tarnished reputation of Facel Véga and replace it with another engine, this time renowned for its robustness.

The recent Volvo 4-cylinder, type B18-B, was chosen for the Facel III. With a displacement of 1,780 cm3, it developed 108 hp at 5,800 rpm and fitted perfectly into the Facellia, providing slightly higher performance. After some facelifts to the bodywork and dashboard, inspired by the Facel II, this new little Facel Véga, named Facel III, was marketed in April 1963.

Encouraged by the good reception of the Facel III, the receiver concluded with Sferma (Société française d’entretien et de réparation de matériel aéronautique) – a subsidiary of Sud-Aviation, a nationalized company – a lease management contract for the Facel company for a fixed year (then renewable every three months) taking effect on July 1, 1963.

Air Force Colonel Paul Badré, Chairman and CEO of Sferma, designated Henri Berge as CEO, with Jean Daninos still remaining technical and commercial director and, with working capital made available by Sferma, he was able to develop a project he had been nurturing for a long time: a new 6-cylinder Facel Véga.

The Facel 6

There was no 6-cylinder production in France and, after consulting with various engine manufacturers, the choice fell on the 3-litre 6-cylinder BMC (British Motor Corporation) already fitted with great success in the Austin-Healey 3000 sports car. However, the displacement was reduced to 2,852 cm3 for French tax reasons. It produced 150 hp at 5,250 rpm, allowing the Facel 6 to reach a top speed of 118mph.

The Facel 6 had the same appearance as the Facel III, but the front was extended by 4.5 cm to accommodate the inline 6-cylinder engine. It was distinguished by a more luxurious finish, with an all-leather interior and standard wire wheels. The rear of the chassis was slightly widened, allowing two seats well separated by a large transmission tunnel. Presented in May 1964, it did not receive approval from the Mines Department for its marketing until the end of August, but unfortunately, it was already too late.

The management lease contract of Sferma (a subsidiary of Sud-Aviation, a nationalized company) had expired on June 30, 1964 and Sud-Aviation’s activity was now entirely mobilized by the Franco-British program of the future Concorde supersonic aircraft. Diversifying into the automobile industry was therefore no longer on the agenda, as his supervisory ministry would make clear to him (Sferma itself disappeared five years later).

On the other hand, a report from the Court of Auditors, addressed to the Minister of Finance, and partially distributed in the economic press, judged very severely the financial aid provided by the previous government to the moribund Facel company in 1961. It was obvious that the significant accumulated liabilities would no longer allow a new recovery and that the billion old francs lent by the State could not be repaid. From then on, the liquidation of the Facel company was inevitable.

On October 31, 1964, the Facel factories closed their doors for good, having produced just under 3,000 cars in ten years. Facel Véga: the mere mention of this name made people dream in its time and continues to make lovers of beautiful and powerful cars dream today. They embodied a certain idea of “Grand Tourisme à la française” by allowing in the greatest comfort and on long journeys averages impossible for other cars, this at a time when speed was completely free on the roads.

Facel Véga: at the time the mere mention of this name was a dream for many people and it continues to make lovers of beautiful and powerful cars dream today. They embodied a certain idea of “Grand Tourisme à la française” by providing the greatest comfort over long journeys at average speeds impossible for other cars, at a time when speed was completely free and undiluted on the roads.

Like a shooting star, the Facel Véga’s trajectory was brief but brilliant, and its chic legacy endures, says Martin Buckley.

To take command of a Facel Véga Facel II in the early Sixties was to experience earthbound jet travel in your own personal first-class compartment, with high-grade fixtures and fittings that, almost half a century on, have yet to be beaten for stylish flamboyance.

Relaxing on fine English leathers, caressing a slim, deeply dished wheel, admiring a dashboard that combined the cabinet-maker’s artistry (in fact, it was painted metal) with the multi-dialled feel of a private aircraft, the Facel II owner of four decades ago was in the privileged position of driving not only the worlds most decadent and fashionable four-seater coupé, but also the fastest.

Consider the figures: the automatic 355bhp, 6.3 litre Facel II of 1961 would lunge past 60 in 7.8 seconds, hit 100 in 21 seconds, and had a terminal velocity of 134mph.

The Facel II is the most coveted of the 3,033 Facel Végas produced from 1954 to 1964. It is a marque that attracted more interest and generated more excitement than many more sober companies, with histories 10 times as long. In one stroke, Facel effortlessly gatecrashed the elite ranks of the world’s most exclusive cars. Few first-time makers have ever established their identity with such a swift, sure touch as this Franco-American Grand Routier. As an exercise in upmarket branding, the new French supercar was a masterstroke.

It is 40 years since le patron, Jean Daninos, built his Facel Véga cars. So, why does this marque have such resonance as one of the mid-20th century’s most glamorous automotive status symbols? The ownership profile had something to do with it. Facel never had to advertise much because its buyers did it for them. Peers and pop stars, matinée idols and off-duty Grand Prix drivers, old money and nouveaux riches.

Yet the Facel II and its predecessors sold just as strongly to the sober, discerning international rich – diplomats, aristocrats and plutocrats – as to showbiz types such as Danny Kaye, Ava Gardner and Ringo Starr. The concept was simple: wholesome, virile new-world power – in the form of Chrysler’s V8 – harnessed in a chassis that retained the old-world sensibilities of moderate size and firm, good-mannered handling. It wasn’t rocket science – Facel wasn’t the first to use American horses in a European chassis – yet, somehow, it cleverly bridged the gap between ponderous luxury saloons and the most expensive sports cars.

The First Facel Végas appeared in 1954. Jean Daninos, a playboy industrialist who had made his fortune during the war building aircraft components, wanted to create an international marque with the luxury to appeal to connoisseurs of all nationalities. He knew from the start that the main market for his new car would be outside France. It was a brave car to build in the post-war socialist climate, where large-engined non-essential machinery was hit hard by the taxman.

Though he kept himself busy running an industrial combine of 1,700 workers (building car bodywork for other firms, among other things), the Facel Végas were entirely the conception of this energetic industrialist. He was designer, stylist and boss rolled into one. Showing an assured eye for line and form, he created the trademark three-piece honeycomb grille and vertical headlights, setting a house style that would endure for the entire production run.

Technically, his cars would change very little, except to become even faster and more luxurious, culminating in the Facel II. Introduced at the Paris show of October 1961, only 181 cars were built over the next three years. Facels always sold well in the UK, where the marque was handled by a subsidiary of HWM Motors called Intercontinental Cars.

The first Facel II sold in the UK went to Lionel Bart, who insisted on having the car he’d seen on the Earls Court Show stand in 1961. That car was left-hook, but all of the other 26 – costing the equivalent of two E-Types and a Lotus Elan – were right-hand drive, the last one sold to Ringo Starr.

The death in a Facel Véga of the great French existentialist writer Albert Camus in January 1960 put the make under something of a black cloud, but it was the firm’s blunders in the realms of higher-volume manufacture with a smaller sports car called the Facellia that finished it off. Pressured into using a frail and unproven engine of its own manufacture (red tape would not allow it to use an imported unit), Daninos paid the price in warranty claims, and Facellia sales could never justify the investment. Facel went into receivership in 1962, and limped on until 1964, when a final bid by Daninos to have a licensing deal to build Land Rovers in France was quashed by Charles de Gaulle, who was famously distrustful of the English and would not be driven in a presidential Facel because it had an American engine.

Would the Facel II have survived the Sixties if the Facellia had been drowned at birth? Perhaps, although younger, cheaper Euro-V8 competition was starting to catch up. Jensen, Iso, Gordon-Keeble and others all trod the same hybrid path, but today, the Bristol is the only survivor of this Sixties school of American-engined gentlemen’s hot rods.

Yet, somehow, none of them ever quite recaptured the glamorous romance of the French original.