1982 Matra Murena

The Matra Murena was in production from 1980 until 1983. Styled in house by Antonis Volanis, it is a mid-engine, rear wheel drive coupe range seating three adults.

The Murena was a replacement for the Matra-Simca Bagheera of 1973, and espoused similar design thinking. It retained a mid engined fastback layout with three abreast seating, the driver sitting very slightly ahead of the two passenger seats in order that there was sufficient space to control the car. There was a choice of two engines – A 1.6 litre variant of the Simca Poissy engine as found in the Bagheera, and a 2.2 litre from the Talbot Tagora, inherited from the earlier Chrysler Two-Litre range. It addressed many of the criticisms of the Bagheera – offering a more rust resistant galvanised chassis, a five speed gearbox, and – via the 2.2 litre engine – more power, all of which had been problems noted with the earlier design.

When launched, the criticisms over lack of power remained, and while Matra bosses wouldn’t sanction the 16v head that had been developed, they did allow dealers to market an aftermarket tuning kit which took power to 140bhp. This S kit would subsequently be used on the Murena S production model from June 1983, when the company was looking to utilise remaining shells and chassis at the end of production. With only one line able to build Murenas owing to the galvanisation process, production was never able to be increased to numbers which made financial sense, and Matra chose to cease production rather than invest in its facilities. The last Murenas were built in July 1983, after just 10680 had been produced. It was never officially replaced.

Described by Setright as “endowed with a suspension s superb that it need never go slowly”, the Murena came in for high praise when new – seen as superior to the Porsche 924 and every bit the equal of the Lancia Monte Carlo. The steering is good, with plenty of feedback, and the chassis poised. The Murena’s biggest failing is that even with the 2.2 litre engine it feels like it could use more power, but few will be likely to be driven hard enough as classics for owners to find them severely lacking today. The Murena S, with 140bhp, is the model of choice for the more sporting driver.

The panels are GRP, so check for chipping or crazing as only a full stripdown can rectify this. The shell is made from a total of 12 panels. The galvanisation meant that the chassis were better protected than most, but these cars are all knocking on the door of forty years old now so corrosion could well be an issue. Check them as thoroughly as you can. Parts support for Murenas is fairly good, owing to an enthusiastic owners club and European specialists. Electrical systems can be suspect – connectors can corrode and fracture over time. The pop up lamps are vacuum operated – any issues here are most likely to be a vacuum leak. Engines are reliable, but check the cooling systems are functioning properly.

Finding any Murena in the UK will be hard enough, but original RHD cars are more valuable than imports, and as a general rule the bigger the engine the more desirable the Murena. S models, and those fitted with the S pack, will always be the most valuable. Colour isn’t hugely important for value, but period colours will draw the most attention.

The Porsche 924 is perhaps the most obvious rival to the Murena, but there are several coupes of the era which could be considered. If you want to stick with the mid engined layout consider the Lancia Monte Carlo, or if ease of maintenance and parts availability appeal consider a Ford Capri. The Opel Manta GTE offers the performance many felt the Murena lacked, but without the rarity. A VW Scirocco Storm or an Alfasud Sprint might also be worth considering.