The Last Dream of Poissy: How the Talbot Tagora Tried to Conquer the World

In the long and often convoluted history of the European automotive industry, there are stories of triumph, stories of failure, and then there are stories of near-misses and poignant “what ifs.” The Talbot Tagora belongs firmly in the latter category. It was a car born of corporate ambition and Franco-British collaboration, a bold attempt by a newly formed and energetic company to break into the fiercely competitive executive saloon market. It was a handsome, capable, and innovative machine. Yet, it arrived just as the storm clouds of industry-wide crisis were gathering, and its story is inextricably linked to the dramatic collapse of its parent company. To understand the Tagora is to understand the final, flickering dream of the mighty Simca-Poissy factory.

A New Dawn for an Old Name: The Birth of Talbot

The story of the Tagora begins not in the 1980s, but in the aftermath of the Second World War. The French government, seeking to revitalize its nationalized aviation industry, merged several manufacturers to form Sud Aviation. This entity would eventually merge with others to become Aérospatiale. However, the automotive arm of one of these predecessors, the American-owned Kaiser-Frazer, had a valuable asset: the rights to the historic Talbot name, which it had acquired in 1953. In 1958, these rights were sold to the French company Simca, which was then a subsidiary of the American automotive giant Chrysler.

For two decades, the Talbot name languished, used for little more than rebadged Simca models for specific export markets, most notably the UK. But by the late 1970s, Chrysler’s European operations were in deep financial trouble. In a sweeping deal finalized in 1978, the French government’s state-owned Renault conglomerate purchased Chrysler’s French and Spanish operations. Chrysler Europe was reconstituted as a new entity: Talbot.

This was a masterstroke of branding. Instead of scrapping the newly acquired Simca and Dodge (Spain) names, the French government chose to resurrect the dormant British-French Talbot marquee for all its new passenger cars. It was a name with a rich motorsport heritage, harking back to the pre-war Talbot-Lagos that had competed with the best of Europe. The new Talbot range kicked off with the Solara (a reworked Simca Horizon) and the Horizon itself, but the company had far grander ambitions. They needed a flagship, a car to prove that the new Talbot was a serious player on the world stage. This car would be the Tagora.

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The Tagora Project: A Corporate Power Play

Developed under the project code C28, the Tagora was conceived as a large, rear-wheel-drive executive saloon, a direct competitor to the likes of the Ford Granada, Vauxhall Carlton, and Volkswagen Passat of the era. It was a bold and ambitious project, designed from the outset to be a truly international car, engineered to appeal to European, Australian, and South African tastes.

The development was a fascinating blend of French corporate strategy and British engineering prowess. While the design and overall project management were handled by Simca in France, the engineering heart of the car—the chassis, suspension, and crucially, the engines—was the work of the famed British firm, Lotus.

The collaboration was a logical one. Chrysler had owned a stake in Lotus, and under the new Talbot umbrella, the two companies continued their relationship. It was Lotus engineers, led by the legendary Colin Chapman, who were tasked with creating an engine that would give the Tagora a competitive edge. They developed a brand-new all-aluminum 2.2-litre four-cylinder engine. This unit featured an 8-valve twin-cam head, a sophisticated design for its time, promising a blend of power and efficiency. Furthermore, a 90-degree V6 version, created by joining two of these four-cylinder blocks, was also in advanced development, aiming to provide a smoother, more powerful option to challenge the dominant six-cylinder rivals.

The car itself was styled to be assertive and modern. Penned by the in-house French design team, its body was a classic three-box saloon shape with crisp lines and a formal, upright stance. It was handsome and imposing without being overly flamboyant, perfectly suited to the conservative tastes of the executive market. A large, upright grille, quad headlights on top models, and a thick C-pillar gave it a purposeful, upmarket appearance. Inside, the dashboard was a clean, functional design featuring the then-novel concept of an instrument binnacle that moved with the steering wheel, a feature intended to keep the dials always in the driver’s line of sight.

The Range and Trim Levels (1980-1987)

The Talbot Tagora was officially launched in the spring of 1980. The range was structured logically, with engine choice being the primary differentiator. The initial line-up consisted of three main models in the UK and most European markets, with further variations existing in export markets like South Africa.

1. Talbot Tagora GL (1980-1987)

• Engine: 1.9-litre “Poissy” OHV inline-4 (92 bhp)
• Details: The entry-level model, the GL was intended for the fleet and budget-conscious executive market. It used the tried-and-tested, but rather antiquated, Simca “Poissy” engine, which had powered everything from the Simca 1307 to the Horizon. This engine was reliable and economical but lacked the performance and refinement expected in the class. The GL was well-equipped for its price, featuring a four-speed manual gearbox (a three-speed automatic was an option), power steering, vinyl roof, and cloth upholstery. It was a sensible, no-frills choice.

2. Talbot Tagora GLS (1980-1987)

• Engine: 2.2-litre “Lotus” DOHC inline-4 (118 bhp)
• Details: The GLS was the heart of the Tagora range and the model that most clearly showcased the car’s potential. It was powered by the brilliantly engineered 2.2-litre Lotus twin-cam engine. This unit gave the GLS a spirited performance, capable of reaching nearly 110 mph, making it a genuine match for its rivals. The GLS was the “do-it-yourself executive” car, often paired with a five-speed manual gearbox that made excellent use of the engine’s flexible powerband. Standard equipment was significantly upgraded over the GL, including Velour upholstery, a sunroof, and upgraded trim. This was the driver’s choice, the model that earned the Tagora its reputation for sophistication and performance.

3. Talbot Tagora SX (1980-1987)

• Engine: 2.2-litre “Lotus” DOHC inline-4 (118 bhp)
• Details: The SX was the top-of-the-range, luxury-focused model. It shared the same powerful 2.2-litre Lotus engine as the GLS but was exclusively paired with a three-speed automatic transmission, tuned for smooth, relaxed cruising. The SX was all about comfort and convenience. It boasted features that were rare in its class, including power steering (standard on all but the base GL in some markets), air conditioning (a very expensive option), central locking, electric front windows, a higher level of interior sound deadening, and plush velour or optional leather upholstery. It was the “chauffeur-driven” version, designed to coddle its occupants in quiet luxury.

4. Talbot Tagora GT (South Africa, 1982-1985)

• Engine: 2.2-litre “Lotus” DOHC inline-4 (118 bhp) and a V6 option.
• Details: In the South African market, where the Tagora was assembled locally and enjoyed some success, a “GT” variant was offered. This was largely a trim package that combined the SX’s luxury features with the GLS’s manual gearbox, creating a sporty-luxury hybrid. The real gem for South African buyers, however, was the availability of a 2.6-litre V6 engine (an evolution of the American Chrysler Slant-6), which offered the effortless power the Tagora deserved but never got in Europe.

The British Market and Fleet Sales

The Tagora was launched in the UK in June 1980. It was met with generally positive reviews from the motoring press, who praised its spacious interior, comfortable ride, and excellent handling, a clear nod to the Lotus input. The 2.2-litre engine was lauded for its smoothness and performance.

However, the Tagora faced an uphill battle in the UK. The executive car market was dominated by the Ford Cortina and Vauxhall Carlton/Rekord, with the BMW 5-Series and Audi 100 catering to the premium end. The Talbot brand, while respected for its robust earlier models like the Avenger and range of vans, lacked the prestige of its rivals. It was seen as a sensible, if slightly unexciting, choice.

Its main strength was value for money. A fully-specced Tagora SX automatic cost considerably less than a comparable Ford Granada 3.0GXL or Vauxhall Carlton 3.0S, yet offered similar levels of space and equipment. This made it an attractive proposition for large fleet operators and small businesses looking to project an image of success without breaking the bank. In this area, the Tagora was a modest success, becoming a familiar sight on British motorways.

The Road to Ruin: The Mid-80s Crisis

Despite its engineering strengths, the Tagora was a victim of a perfect storm. Firstly, the 1980-1982 global recession hit the new car market hard, particularly the executive sector. Secondly, and more critically, the Tagora suffered from a reputation for poor build quality and premature rust, especially early French-built examples. This tarnished the model’s image and eroded consumer confidence.

But the final, fatal blow came from the parent company. The newly formed Talbot company, a sprawling conglomerate of former Chrysler plants in France, Spain, and the UK, was hemorrhaging money. The UK passenger car division, in particular, was in dire straits, crippled by outdated plants and fierce competition.

In 1981, the UK government brokered a deal that would have merged the struggling British Leyland (BL) with Talbot’s UK operations. This would have created a single, powerful British-owned car maker, combining BL’s Austin-Mini group with Talbot’s mass-market and executive cars. It was a tantalizing prospect. But the deal ultimately fell through, with BL instead partnering with Honda.

This left Talbot in an untenable position. In 1985, the PSA Peugeot-Citroën group, which had acquired Citroën in 1974 and effectively controlled Simca-Talbot, made the decision to cut its losses. The entire UK passenger car operation was sold off, with the manufacturing rights for the Horizon and Solara sold to SsangYong in South Korea. The Tagora, along with its smaller K-runabout sibling, was simply too expensive to re-engineer to meet looming safety and emissions regulations, and its platform had no future within the newly streamlined PSA group.

Production of the Tagora ceased in France in 1983 and in Spain in 1987. The car was officially dead.

Legacy and Outlook

The Talbot Tagora had a short, troubled life of just seven years. Today, it is a forgotten car, an obscure footnote in automotive history. It is extremely rare to see one on the road; they succumbed to the scrapheap in vast numbers, victims of poor rustproofing and the simple economics of being a model from a defunct brand.

Yet, the Tagora remains a fascinating and important car. It was the last great hope of the Poissy factory, a testament to what could be achieved with genuine engineering talent and ambitious design. It was one of the last cars to be developed by an Anglo-French collaboration on such a scale. The Lotus 2.2-litre engine, in particular, remains a highly regarded piece of engineering, a jewel that powered not only the Tagora but also found its way into the Sunbeam Lotus and a rare, high-performance version of the Matra Murena.

In the end, the Tagora was a car born at the wrong time, under the wrong corporate banner. It was a good car trapped in a failing company. Had the 1981 BL-Talbot merger succeeded, the Tagora might have been reborn as a Rover or an Austin, its chassis and engine technology carrying on into a new generation. But it was not to be. The Talbot Tagora stands as a monument to a grand ambition that ultimately crumbled to dust, a ghost of Poissy’s final, noble dream.