A wonderful tale

  It's already more than 30 years ago. In 1969, Jacques Durand, a small craft car builder with modest means designed his Jidé - a remarkably well designed prototype for the serious driver with a tubular chassis integrated into polyester bodywork; its Renault 8 Gordini engine placed centrally; a Renault 8 Gordini Dangel front axle and a rear axle based on the Renault 12 Gordini front axle, mounted backwards and fixed in a straight line. Its very original appearance captured the hearts of many amateurs who could buy the Jidé in kit form as a simple hobby or for racing. At the time, these little bombs that glowed with health and exuded passion for motor racing were well within the legal limits for racing. And the Jidés ran well.

In 1972, Ragnotti trialled Auxéméry's Jidé 1600 S for Echappement. With 165 horsepower coming out of the Lucas-injection R12 Gordini and an unladen weight of 640 kg, Jean Ragnotti achieved acceleration times like a bullet out of a gun - 13 seconds for 400 m and 25 seconds for 1000 metres! And he didn't have enough praise for the behaviour of the car: "I couldn't find a thing wrong with the Jidé. Its best feature is its road holding. Cars with centrally mounted engines are not reputed to be easy to handle, but this doesn't apply to the Jidé.... I am sure that with lighter bodywork and the same engine, to be first overall in a big rally will be well within its grasp...."

Nevertheless the Jidés did not distinguish themselves on the track. And the 1973 oil crisis did not help matters. 140 Jidés had been built up to this time, but J. Durand had to give up the business in l974 to a certain Mr. Baxas. About 100 Jidés were built in subsequent years. Thus in 1974, J. Durand, who had by then set up business in Lapleau (Corrèze), was able to take to the Paris motor show the prototype which was the Jidé's successor: the Scora (Société Corrèzienne Automobile). It was such a success that he had 80 orders. This was a promising new start - if only some of the financial backers had kept their promises. The sales launch had to be dropped and each Scora had to be individually registered. Between 1975 and 1977 only 9 Scoras were built. And there wouldn't be any more!

But then Charly Carcreff came on to the scene in 1982, when he bought the Scora from Jacques Durand's son, Michel. For his first rally in Nice his assistant was J Durand himself who was delighted to find an enthusiast for his cars. Race followed race, the Scora got better and performance times dropped. The two men became firm friends and the idea gradually grew of rebuilding the Scoras.

In 1988 the association was made official. Jacques Durand and his son Michel set up in Argenteuil near Paris with Charly Carcreff and Dominique Nusbaum in the new premises of Carcreff Durand Compétition, in order to produce the new Scora Maxis and to make the technical preparations for competition. This association stopped in 1990 after some differences of opinion and management disagreements. But this did not spoil their mutual respect and esteem. After he had bought out the Durand family's shares and brand name, Charly Carcreff remained the director of the company and continued to make these first-rate cars.

The 41st car (i.e.: 18 type 1; 8 type 2; 15 maxis) emerged from the workshops officially identified with its reference number on the maker's nameplate so that counterfeiting is impossible and each owner has a guarantee that his Scora is authentic and will retain its value.

Today, for Scora enthusiasts, the Carcreff Scora company produces these vehicles for competition and has a project to develop the new Scora LC01.