Matra Murena: three seats, a mid-mounted engine and Matra's final sports-car chapter

Even by the standards of the early 1980s, the Murena was an unconventional car. It looked like an uncompromising sports machine, yet its creators gave everyday usability and long-term durability considerable attention. Underneath the dramatic bodywork, meanwhile, were engines derived from ordinary Simca, Chrysler and Talbot models. The tension between the chassis's capabilities and the relatively modest power available explains much of the Murena's appeal, as well as the brevity of its commercial life.

From Bagheera to Murena: the three-seat sports car

Matra had established its own tradition of building distinctive sports cars. Following the Djet, which originated with René Bonnet, and the later Matra 530, the company introduced the Bagheera in 1973 in cooperation with Simca. It featured a transverse engine behind the passenger compartment and three seats in a single row. This provided room for a third occupant without resorting to the cramped rear seats of a typical 2+2 coupé. The Bagheera demonstrated the practical value of the arrangement, but it also exposed weaknesses: limited performance and a steel structure vulnerable to corrosion.

By the late 1970s, Matra needed a replacement. The Murena project was associated with the internal M551 designation, while M552 was also used in connection with the larger-engined version. Its brief was to retain the mid-engine layout and three-seat cockpit while improving handling, structural durability and styling.

Development coincided with a period of upheaval for Matra's industrial partners. Simca had been part of Chrysler Europe, which the PSA group acquired in 1978. PSA revived the Talbot name for many former Simca products, and the new Matra reached the market as the Talbot-Matra Murena. Consequently, the car depended on the engineering resources and sales network of a much larger manufacturer for which a low-volume coupé was never a core product.

The Murena was unveiled in autumn 1980, with the 1.6 version appearing at the beginning of the production programme. A more powerful 2.2 joined the range in 1981. The model remained a single basic generation throughout its life, evolving through engine variants and model-year changes rather than through successive redesigns.

Antonis Volanis and the body design

The Murena's styling was the work of Antonis Volanis, also referred to as Antoine Volanis, who had previously worked on Matra projects. He retained the Bagheera's fundamental proportions but gave them a more cohesive form. The low nose, retractable headlights, steeply raked windscreen and long glass area over the rear hatch produced the wedge-shaped profile associated with the turn of the 1980s.

The dimensions were comparatively compact: approximately 4.07 m in length, 1.75 m in width and 1.22 m in height, with a wheelbase of about 2.44 m. Width was especially important because the cabin had to accommodate three occupants in one row. The low roof, conversely, restricted headroom, while the sharply sloping shape imposed compromises on access to the rear of the body.

The Murena was more than a styling exercise. Technical descriptions commonly quote a drag coefficient of approximately 0.32, a respectable figure for its period and class. Drag coefficient alone does not determine total aerodynamic resistance, however; frontal area matters too. The body covers, sloping glazing, smooth panels and concealed headlamps all contributed to the car's aerodynamic appearance and performance. Raising those headlamps at night altered the airflow.

The outer body consisted of several composite components, frequently described as twelve main panels. These were not intended to replace the entire load-bearing structure. The essential framework was steel. Separating the outer skin from the structure enabled Matra to produce complex body shapes without investing in the expensive stamping equipment required for an all-steel shell, an important consideration at the company's relatively modest production volumes.

A galvanised structure: solving the Bagheera's biggest weakness

The Murena's greatest structural advance was its approach to corrosion protection. The Bagheera had acquired an unfortunate reputation because its metal structure could rust beneath the exterior panels. For its successor, Matra chose to hot-dip galvanise the assembled steel framework by immersing it in molten zinc. This differed from constructing a shell out of individual steel sheets galvanised before welding.

It was a costly and technically demanding process, but one with a clear practical purpose. The zinc coating reached areas that would otherwise be difficult to protect once the vehicle had been assembled. Historical and museum accounts have described the Murena as a pioneering production car whose entire steel load-bearing structure received hot-dip galvanising. Matra emphasised the durability of the arrangement and offered a multi-year anti-corrosion guarantee.

None of this means that every surviving Murena is immune to rust. Decades of accident damage, structural repairs, damaged zinc coatings, water ingress and neglect can still cause problems. Inspection is complicated by the fact that the composite exterior can conceal the condition of the underlying steel. Even with those qualifications, the Murena addressed a weakness that had done much to shape the Bagheera's reputation.

The glassfibre-reinforced polyester panels were attached to the structure through a combination of mechanical and bonded joints. This method suited low-volume assembly, but it demanded careful fitting and accurate panel alignment. Assessing a surviving example therefore involves inspecting both the galvanised framework and the exterior for cracks, stresses and evidence of previous repairs.

A mid-mounted engine without racing-car power

The Murena's powertrain was mounted transversely immediately behind the seats and ahead of the rear axle. A five-speed manual gearbox delivered power to the rear wheels. The arrangement concentrated a considerable proportion of the vehicle's mass near its centre, reducing yaw inertia and helping it respond quickly to steering inputs.

There were trade-offs. This packaging demanded effective cooling, adequate maintenance access and a relatively complex gear-selection linkage. Nor was the powertrain a bespoke competition design: Matra used engines that were available, comparatively affordable and serviceable within the wider Talbot network.

Murena 1.6: 1,592 cm³ and around 92 metric hp

The entry-level model used a 1,592 cm³ Simca-derived four-cylinder petrol engine with pushrod-operated valves and carburettor induction. The most frequently quoted European specification is 92 metric horsepower (PS, DIN) at 5,600 rpm, although some club documents quote 90 PS. It was the lighter and less expensive version, but its performance did not entirely match the expectations raised by the bodywork.

Typical catalogue figures suggest a weight of around 1,000 kg, acceleration from 0 to 100 km/h in approximately 11.8 seconds and a top speed of about 182 km/h. These were not hopeless numbers in 1980, particularly given the car's aerodynamic shape, but the Murena 1.6 was built around the pleasure of carrying speed through corners rather than rapid straight-line acceleration.

Murena 2.2: 2,156 cm³ and around 118 metric hp

The larger engine was a 2,156 cm³ four-cylinder unit descended from the Chrysler-Simca 180 family and also used in the larger Talbot Tagora. Unlike the smaller engine, it had an overhead camshaft. Its cast-iron block provided a proven foundation, but it also increased the powertrain's weight.

Sources variously quote 2,155 or 2,156 cm³, and sometimes 115 rather than 118 PS, reflecting differences in documentation and rounding. FIA homologation material confirms a capacity of 2,156 cm³; technical descriptions of the European 2.2 most often give 118 PS DIN at 5,800 rpm. These variations should not be mistaken for evidence of separate generations of Murena.

Commonly cited figures for the 2.2 are a weight of around 1,050 kg, a top speed approaching 195-200 km/h and a 0-100 km/h time of roughly 9.3 seconds. Its increased torque mattered most in normal driving, making the car more flexible and relaxed on faster roads. Depending on year and market, the 2.2 also offered a higher level of equipment, including alloy wheels, electrically operated windows and more elaborate interior trim.

'Préparation 142' and the Murena S

The capable chassis inevitably raised the question of why the Murena did not have more power. A partial answer came in the form of the 'Préparation 142' upgrade for the 2.2. Changes included work on the induction system, valve timing and exhaust, while the package could also incorporate additional aerodynamic components. The target was approximately 142 PS DIN.

Initially, the modifications were offered as an upgrade installed outside the main production line, including on cars already in service. Near the end of the model's life, Matra built a factory-produced Murena S series, which incorporated the uprated components in its original specification. A total of 480 S cars were made.

Technical descriptions of the Murena S quote a top speed of roughly 210 km/h and 0-100 km/h acceleration of approximately 8.4 seconds. Catalogue figures and independent road-test results are not always identical, however. In a later retrospective of a 1982 L'Auto-Journal test, a car fitted with the 142 upgrade was reported to have reached 205.7 km/h at Montlhéry, compared with 189.5 km/h for a standard 2.2. Those figures relate to particular cars and test conditions, but they illustrate the genuine improvement achieved by the additional power.

Suspension, brakes and driving character

For the Murena, Matra developed the basic suspension approach already used on the Bagheera. The front wheels were located by double wishbones, with torsion bars providing the springing. At the rear were semi-trailing arms, coil springs and dampers. Anti-roll bars were fitted at both ends, and braking was by discs on all four wheels.

This was not a showcase for exotic new technology. It was a careful refinement of established engineering. With relatively little mass and an engine located near the middle of the car, the Murena could carry considerable speed along winding roads without relying on exceptionally high power. Tyres, suspension geometry and load distribution mattered more than a standing-start acceleration figure.

Contemporary road tests regularly praised the car's stability, grip and ride quality. Writing in Car in 1981, the British journalist L. J. K. Setright rated its cornering ability highly while noting that the powertrain did not fully exploit the potential of the chassis. The French L'Auto-Journal test of a car equipped with the 142 upgrade also indicated that extra power did not fundamentally upset the car's favourable balance.

A mid-engined sports car still requires respect for the limits of grip. Moving mass towards the centre reduces yaw inertia, allowing the vehicle to respond quickly to changes in loading and steering direction. It can feel very neutral through a bend, but its reaction after grip is lost may be faster than that of a conventional front-engined coupé. Period testers noted the potential for both understeer after a poorly judged corner entry and oversteer on slippery surfaces following abrupt throttle inputs.

Three seats side by side: an unusual form of practicality

The Murena's most memorable feature is arguably its seating arrangement. Instead of the usual pair of sports seats or a 2+2 layout with a small rear bench, it offered three seats in a single row. In cars originally built for continental European markets, the driver sat on the left, with both passengers alongside.

The centre seat was slightly offset relative to the outer seats, helping to create shoulder room. Its backrest could be folded, providing additional space when only two people were travelling. The broad cabin, extensive glass area and separate luggage compartment behind the engine made the Murena useful for considerably more than an occasional drive on an empty road.

The arrangement nevertheless involved compromises. Three adults sitting shoulder to shoulder could find themselves short of space, while the low roof complicated entry and exit for taller occupants. The 2.2 had a more generously equipped interior, but testers criticised some of the plastics, switchgear and instrument legibility. The elegance of the exterior was not always matched by every detail inside.

The Murena also remained a sports car at heart. With the engine immediately behind the occupants, noise and heat insulation required particular attention, while access to some mechanical components was less convenient than in an ordinary front-engined vehicle. Its three-seat layout was genuinely useful, but it did not eliminate the compromises of a mid-engine package.

Small changes during a short production life

The Murena's brief career left little opportunity for a major redesign. Model years brought changes to trim, paint choices, equipment and selected mechanical details. Club records identify production years using the letters B, C, D and E, while the S is associated with the final phase of the programme.

Early 2.2 cars prompted further work on strengthening and refining the rear chassis and suspension assemblies. Reinforced components and additional bracing appeared as the model developed. For someone buying a classic Murena today, these mechanical distinctions are more important than minor upholstery changes: an early example is not necessarily identical to a later one.

The 1.6 and 2.2 could also be distinguished by their equipment, wheels and badges. Caution is needed, though, because many cars have been modified over the decades. Engines have been swapped, components exchanged between vehicles and S-style parts fitted to otherwise standard examples. The presence of a spoiler or different carburettors alone does not prove that a car left the factory as an S.

Murena 4S: performance left on the drawing board

The Murena story extends beyond its three production engine configurations. Matra investigated more powerful installations and built demonstrators intended to show what the chassis could handle. One of the best-known experiments was the Murena 4S, described in specialist histories as a development project producing around 180 PS, with more extensive aerodynamic modifications.

It must not be confused with the production Murena S. The 4S designation refers to an experimental development, whereas the 142 PS 2.2 S was a real, limited-production road-car variant. The absence of support for a broader, more powerful production version restricted the coupé's further development.

The Murena also appeared in motorsport homologation records. The FIA archive contains documents for the 1.6 and 2.2, covering their eligibility under the relevant regulations of the period. For the 2.2, the FIA records a 2,156 cm³ engine and homologation number 676. A homologation entry establishes the status of a particular specification for competition purposes; it does not, by itself, demonstrate a works racing campaign or a particular victory. The Murena never acquired the competitive record of Matra's successful endurance-racing prototypes.

Production, prices and market reception

The Murena was built at Matra's Romorantin-Lanthenay facility. Manufacturing brought together specialised preparation of the steel structure, galvanising, assembly of the composite body panels and installation of the mechanical components. Compared with a mass-produced hatchback, it was a relatively labour-intensive car made in limited numbers.

The production breakdown most commonly accepted by model clubs and specialist accounts is 5,640 Murena 1.6s, 4,560 standard 2.2s and 480 S models, making 10,680 cars in total. Some museum descriptions instead give 10,613. The discrepancy is not usually explained in enough detail to reconcile the two totals with certainty. The figure of 10,680 is therefore the principal total used here, with the alternative number acknowledged rather than silently dismissed.

Most examples of the regular versions were produced between 1980 and 1983, while the final S series extended the programme across the turn of 1983 and 1984. This explains why publications variously describe the production period as 1980-1983 or 1980-1984. The former covers the main production run; the latter includes the final cars.

The Murena occupied an awkward market position. It was more specialised than a Ford Capri or Renault Fuego, but its engines delivered less power than its styling implied. Comparisons with a Porsche 924, Fiat X1/9 or Lancia Montecarlo depended heavily on what the buyer valued: the Matra's ride and handling maturity, the small Fiat's agility, Porsche's brand prestige or the Lancia's individual engineering character.

During the early 1980s, buyers seeking a fast yet functional car were increasingly attracted to high-performance hatchbacks. These offered four or five seats, easier everyday use and competitive performance backed by much larger production volumes. The Murena appealed instead to people willing to choose an unusual technical layout and distinctive styling over conventional practicality.

Why production ended

The decision to end the Murena programme cannot be explained by sales figures alone. At the time, Matra was developing its P18 people-carrier project, which would become the Renault Espace. Bringing it to market depended on cooperation with a major manufacturer. In 1983 Renault became financially involved in Matra's automotive operations and took on the project that would later enjoy considerable commercial success.

Many histories of the Murena state that ending coupé production was among the conditions of the Renault arrangement, with the car seen as a possible competitor to Renault and Alpine sports models. This explanation is widespread, but it should not obscure the broader context. Matra had limited resources, PSA was not prioritising further development of the Murena, and the prospect of producing the Espace offered a much more substantial long-term role for the factory.

The first-generation Renault Espace, introduced in 1984, took over production capacity previously devoted to the Murena. It was a dramatic change in product, but not a complete rejection of Matra's design philosophy. The Espace also drew on the plant's experience with composite materials and imaginative cabin packaging. More importantly, it served the needs of a far larger customer base.

The Murena became the last series-production road-going sports car developed from the ground up by Matra. The company did not abandon vehicle development and manufacturing, but its role and product range changed fundamentally.

The rare right-hand-drive conversions

Factory-built Murenas were essentially left-hand-drive cars. The model was not sold through a regular official distribution programme in the United Kingdom, which limited its visibility there. There were nonetheless efforts to adapt it for left-hand traffic.

In 1983, the British company Cartel announced a right-hand-drive version called the Murena Adroite. According to later accounts, approximately five cars were imported and converted before the programme came to an end. Without a complete documentary record, that number is best treated as an estimate, not as an exact factory production total.

For collectors, these conversions form a separate chapter in the car's history. Their provenance, workmanship and documentation have to be assessed individually.

The Murena as a classic: strengths and pitfalls

Today, the Murena attracts interest less for outright speed than for its combination of unusual solutions. Three seats, extensive glazing, a mid-mounted engine and a galvanised structure form a coherent design that is difficult to confuse with any rival. Specialist clubs provide a valuable body of knowledge about model-year revisions, chassis numbers and replacement parts.

When assessing a car for purchase, the condition of the underlying structure matters more than attractive paintwork. Galvanising reduces the risk of corrosion, but repairs, suspension mounting points, sills, jacking areas and the joints between the steel structure and the panels all deserve careful examination. Cracking in composite panels or inconsistent panel gaps may reflect ageing or previous accident damage. A car that looks excellent externally can still need expensive structural work.

On the 2.2 in particular, the cooling system, fuel installation, carburettor supply and engine ancillaries warrant inspection. The gearbox and shift linkage, suspension bushes, brakes and retractable-headlight mechanisms also need attention. Many faults must be judged in the context of a vehicle's age and repair history rather than automatically attributed to an inherent defect shared by every example.

The variants offer different experiences. The 1.6 comes closest to the idea of a relatively light, fluid-handling coupé; the 2.2 brings noticeably better flexibility, while the S makes the fullest use of the sporting body and chassis among factory-built versions. The collector value of an individual example depends on more than the engine designation: originality, completeness, documentary history and the quality of previous work are crucial. One unusually high auction result cannot establish a reliable value for the entire model range.

Legacy: too good to judge on horsepower alone

The Matra Murena possessed the essentials of an engaging sports car: a centrally positioned engine, a low body, rear-wheel drive and carefully tuned suspension. For most of its life, the weakest part of the formula was the lack of power relative to the capabilities of its chassis. Even the 2.2 was more convincing as a mature car for driving quickly through corners than as a machine built around spectacular acceleration.

At the same time, the Murena demonstrated that a sports car could be thoughtful about everyday needs. Three front seats and a useful luggage compartment made practical sense. Galvanising the entire steel framework was a direct response to a serious and expensive weakness in its predecessor. Rather than disguise the constraints of small-scale production, Matra combined composite bodywork with the components of a larger car manufacturer to create something technically distinctive.

Its departure coincided with the arrival of the Renault Espace. For Matra, that marked a shift from a niche sports coupé to a family vehicle with far greater commercial prospects. The Murena remains the final representative of a distinctive line of French mid-engined cars with composite bodywork. Its importance lies neither in speed records nor major racing victories, but in the consistency with which it explored an unconventional idea of what a usable sports car could be.