So where does that leave the Jet today? Slotting behind the Moto-Lita wheel isn’t that awkward, and if shorter drivers could usefully be sitting a bit higher, at least they are well supported in the comfy fixed-back buckets. Tall drivers might find things a bit tight.
The door panels incorporate neat map pockets, there is a padded grey headlining, and the cant rails are tidily trimmed, while equipment includes fresh-air dash nozzles and variable-speed wipers.
As you pull away, you discover a tolerant clutch and an agreeable gearchange.
With a metallic short-throw action, the lever slots in clunkily but easily; there’s a feeling of mechanical linkages working, rather than of any well-oiled precision, but you won’t fluff a change so long as you depress the clutch fully.
The original Matra Djet had a shorter tail
The engine is immediately intrusive, right behind your ears, despite the insulating material sandwiched between the two skins of the carpeted glassfibre engine cover.
Corset has fitted a twin-choke 40mm Weber carb in place of the 32mm Zenith and it runs without an air-cleaner, so there’s more of a robust soundtrack than on a regular Jet V.
Even allowing for this, the Matra is never going to be calmly refined.
Still, the five-main-bearing engine is smoothly flexible, and in no way temperamental, pulling strongly from low speeds in third and being adequately long-legged in fourth.
There’s a lot to be said for this sort of mild tune, with the 1108cc alloy-head unit in this instance pushing out about 75bhp.
Apparently the Gordini-engined versions suffer from poor drivability, as well as a higher noise level in the cockpit.
The Matra Jet outside its maker’s former factory
The ride is unyielding over poor surfaces, which send crashes through the structure, but otherwise the car’s composure is exemplary.
The steering is smooth and relatively quick, with more heft to it than on a comparable Alpine, and the whole car feels more planted and secure than its rear-engined rival, while cornering with the fat-free accuracy you’d expect from that subtle rearwards bias.
All this suggests that over-enthusiastic driving is less likely to land you in trouble, and was surely the ace in the Jet’s pack when it was new.
Rounding out the picture are the all-disc brakes: with no servo, they have a short but progressive action and a nicely firm pedal.
A longer time with the car would doubtless reveal those road-test niggles, but the Jet pretty much hits the spot for someone wanting a sporting car with eminently acceptable performance and fine handling.
It’s a tempting proposition for an individual not wanting to go down the Alpine route, or who is scared by the prices the Rédélé cars command.
I can understand those accusations of amateurism, but they seem misplaced.
In fact, I rather fell for the trim, tidily presented and elegantly lightweight little Matra.
Images: Tony Baker
Thanks to: Dany Chamfrault and Christophe Gonny, Espace Automobiles Matra museum
This was first in our February 2015 magazine; all information was correct at the date of original publication
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Jon Pressnell
Jon Pressnell is a contributor to Classic & Sports Car