Lancia Flavia 2000HF Coupe (1969-73) Engine 1991cc HO4 OHV Production 6791 (+ 15025 Saloons)

Registration Number LNG 602 L (Norfolk)

LANCIA SET

www.flickr.com/photos/45676495@N05/sets/72157623795824232...

The Lancia 2000 (Tipo 820) is a series of automobiles produced by Lancia between 1971 and 1975. Designed as a four door Saloon by Lancia Engineers under Piero Castagnero prior to the companies aquisition by the Fiat Group, and was a dirct evolution of the Lancia Flavia. The 2000 sedan kept the central part of the body (roof, doors, interior) and the entire drivetrain (except for some improvements to the fuel injection) of its predecessor, the second series of the Flavia, changes were made to the front and rear of the body where the designers updated its looks the tail was squared and simplified, and the nose lost its separate air intake and headlamp nacelles. The mechanics retained most of the Flavia's specifications including the front-wheel drive, 1991cc boxer engine, independent suspension and disc brakes all around, with vacuum-assist and split-circuits (called "Superduplex" by Lancia).

The Lancia two door 2000 and 2000 HF Coupé was designed by Pininfarina, who manufactured the cars bodyshell. The interior is also the work of Pininfarina bearing a close resembleance to that of the Ferrari 330 GT. The cosmetic changes to the 2000 Coupé were largely confined to a new grille (matte black instead of chrome) with headlamps incorporated into the now wider intake, new bumpers (with rubber strips on the HF), and the tail was shorn of its vestigial tailfins, with a raised and squared decklid. The Lancia 2000 and 2000 HF coupé were technologically advanced for the day with features such as 5 speed transmission, power assisted steering and electronic fuel injection on the 2000 HF.

The 2000 and 2000HF Coupé are considered to be some of the last true Lancia cars

Many thanks for a fantabulous

46,374,149 views

Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-265

See this train in the video here: www.youtube.com/watch?v=N8HgVx4rjFE

This shot was something of an accidental success, with the cab and front being crisp and sharp, whilst the rest of the surrounding unit is blurred by motion.

But still, here we have Virgin Trains Class 390, 390135 'City of Lancaster', racing north with a train from London Euston to Liverpool Lime Street.

Since their introduction in 2002, the Class 390 tilting Pendolino sets have revolutionised services on the West Coast Mainline, bringing about an entirely new level of speed onto a route notorious for its laboriously winding route. But with such a technological leap, the Class 390 has sadly paid the price for its image due to what it was replacing.

The idea of a tilting train on the West Coast Mainline was however not a new one to Alstom when they developed the Pendolino sets in the late 1990's, with the concept being toyed way back in the early 1970's. British Rail first pioneered the concept of the tilting train with the ill-fated Advanced Passenger Train or APT of the mid-1970's. The idea was to create a train that could shift its centre of gravity whilst moving around sharp bends at high speeds, similar to how a motorcyclist leans into corners. This was to not only allow the train to travel at higher speeds on winding track without fear of it falling over, but also to improve passenger comfort levels and stop people being pressed against the windows when taking corners!

The original APT was a Gas-Turbine unit that operated on the Midland Region out of London St Pancras, and was later followed by the Class 370 electric multiple unit that began trials on the West Coast Mainline from 1980. A truly brilliant concept, the APT showed the world that the idea of a tilting train could be possible, that is, when it worked. The Class 370 was marred by teething problems and reliability issues, mostly consisting of the fact that the tilting mechanism wouldn't work properly or there would be just general train faults. Coupled with the winter of 1981, the worst winter for many years, and the train's image was damaged beyond repair. Even while developments were looking promising, and with only a few million Pounds required to complete the project, the British Government pulled the plug and the APT was axed in 1986, with only one complete set remaining as a rather sorry museum piece. The train of the future had become a thing of the past.

But the developments of the APT were picked up by none-other than Fiat Ferroviaria, who, following the failure of their British rival, developed their own and much more successful tilting train, the ETR-401 Pendolino, which began operations in 1988. This was later translated into a fleet of 15 ETR 450 production units which became the first revenue earning tilting trains.

In 2000, Fiat Ferroviaria was acquired by Alstom, who has been building their legendary tilting trains ever since. This coincided with the formation of Virgin Trains following privatisation of British Rail in 1994. As part of Virgin Trains' franchise requirements in 1997, the company intended the replacement of the ageing BR stock of the 1960's with a new fleet of high speed trains that would reduce journey times and up travel quality. As such, Virgin turned to Fiat Ferroviaria and later successor Alstom to provide them with a derivative version of the company's latest tilting Pendolino, the ETR 460.

Fiat Ferroviaria supplied much of the content of the Class 390 units, including the bodyshell and the bogies, while final assembly was carried out at Washwood Heath. The tilting technology was developed by SIG Switzerland (later Fiat-SIG, today Alstom). Two electromechanical actuators are used per car to achieve the desired tilting angle on curved stretches of track. The train can tilt to a maximum of eight degrees, at which point one side of the cabin train is 380 mm higher above the track than the other. In contrast to other Fiat Ferroviaria tilting trains which use hydraulic tilting actuators, the electromechanical systems offers lower maintenance cost and higher efficiency.

The new trains were intended to run at 140mph, but the West Coast Main Line modernisation programme, which was an upgrade to the infrastructure to allow faster line speeds, ran over budget. Consequently, plans were scaled back, and in a manner reminiscent of the introduction of the InterCity 225, the lack of signalling upgrades resulted in the maximum line speed being restricted to 125mph. Although this (and 140mph) are well below BR's hopes for APT of 155mph, it does match the maximum speed of 125mph for the APT in passenger service (although one APT set reached 162mph in testing).

The fleet was introduced into passenger services from London Euston to Manchester Piccadilly on 23rd July, 2002, to coincide with the opening of the 2002 Commonwealth Games in Manchester. Over the next few months they took over the Manchester services, and were soon introduced on routes from London to Liverpool Lime Street, Birmingham New Street, Wolverhampton and Preston.

With the start of Class 390 operations, the writing was very much on the wall for the ageing sets of trains it was replacing, and thus the Class 390's image began to be somewhat tarnished amongst the railway purists. First to go were the Class 86's of the 1960's, proud high-speed locomotives that were once the mainstay of the WCML, withdrawn from service in 2003 following both the introduction of the Class 390's, and the Class 220/221 Voyager units on Cross-Country services. Next were the newer Class 90's of 1989, replaced in 2004 once Class 390's had been allocated to routes north of Preston. The final locomotive hauled trains were provided by the Class 87's of the 1970's, which held strong until final replacement in 2005, bringing an end to locomotive hauled services on the West Coast Mainline. From then on, the Class 86's have mostly been scrapped, whilst Class 90's were transferred to Anglia to replace their Class 86 fleet. Class 87's on the other hand have since been exported largely to Bulgaria, the few remaining here in the UK either being scrapped, placed in storage, or made into museum pieces. This left a great deal of animosity towards the Class 390's by the railway enthusiast community, who, even after 10 years, still have a strong hatred towards these trains.

The service improvements however are something that can't be taken away from the Class 390's as these trains have taken the original and comparatively sluggish 110mph top speed and translated it into the extremely fast 125mph running speed that BR had dreamt of for years. In September 2006, the Pendolino set a new speed record, completing the 401 mile length of the West Coast Main Line from Glasgow Central to London Euston in 3 hours, 55 minutes, beating the 4-hour-14-minute record for the southbound run previously set in 1981 by the Class 370 APT. The APT however retains the ultimate speed record for this route, having completed the northbound journey between London Euston and Glasgow Central in 3 hours 52 minutes in 1984 which included a 5-minute delay due to a signal fault.

Since then the Pendolino has become very much a staple of high speed train travel in the UK, and still looks good even 15 years after the first ones hit the test tracks back in 2001.

The Class 390 was put to the test however with 390033 'City of Glasgow', which was written off after the Grayrigg derailment of February 23rd, 2007. The accident had been caused by a points malfunction, which, after a failure to inspect by Network Rail, changed the direction of travel from normal and thus resulted in the entire set derailing and plummeting down an embankment at 95mph. The sturdy design and robust nature of the Class 390 has been attributed to the fact that only one person, an elderly lady, was killed in the disaster, whereas if the previous MkII carriages had been involved, the death-toll could have been much higher. As said, the unit was written off, and the less damaged rear carriages of the set now reside at the Crewe Training Centre and are used for the instruction of drivers and train crew. The subsequent destruction of one of the units led to Virgin Trains reinstating a loco-hauled service to cover its diagrams, this being in the form of a hired Class 90 (usually from Freightliner), a set of 9 MkIII coaches, and a Driving Van Trailer. This train operated covering diagrams until November 2014, when it was retired and transferred to Greater Anglia.

Since 2007 the Class 390's have had their fleet enhanced from the original 53 sets to 57 with the addition of 4 new units between 2011 and 2012. The introduction of these new sets coincided with the extension of 31 sets to 11-cars, with new carriages built and imported from Alstom's factory in Italy, the first routine 11-car InterCity train to operate in the UK since the 1970's.

Today the Class 390's continue to ply their merry trade, and remain vital parts of the UK's high speed network, bringing Glasgow, Manchester, Birmingham, Liverpool and London closer together than they've ever been before.

I had to pay a bit more for this kit than I usually spend. A few things have been put together, but quite neatly and the bodyshell hasn't been painted so it'll be an easy one to build.

The Fiat Tipo (Type 160) is a compact car, designed by the I.DE.A Institute design house, and produced by the Italian manufacturer Fiat between 1988 and 1995.

The Tipo was initially available only as a five-door hatchback. The car was made entirely out of galvanized body panels to avoid rust, and was built on a completely new Fiat platform, which was later also used in Alfa Romeo and Lancia models.

It also stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear wheel drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years before the Tipo.

The top of the range was the 2.0 Sedicivalvole (16 valves).

The Sedicivalvole gained its engine from the Lancia Thema, and with a much smaller and lighter bodyshell to house it, this power unit brought superb performance and handling, and a top speed of around 130 mph (210 km/h), which made it faster than the Volkswagen Golf GTI of that era.

W113

Zoute Sale - Bonhams

Estimated : € 85.000 - 125.000

Sold for € 161.000

Zoute Grand Prix 2021

Knokke - Zoute

België - Belgium

October 2021

"Some cars don't change, they just get better. The Mercedes-Benz 280 SL, latest version of a line that began as the 230 SL in 1963, is the same as ever, just better," concluded Road & Track after testing a 280 SL in 1968. "For those who value engineering finesse and high-quality construction, it's alone in the field," enthused the highly respected American motoring magazine. At the same time, its manufacturer considered the 280 SL "a Grand Tourer in the traditional sense" and "a unique combination of sports car performance and saloon car comfort (a Mercedes-Benz saloon naturally)".

These attributes help explain the 280 SL's phenomenal success, particularly in the all-important North American market, where the optional automatic transmission was considered an essential feature by the majority of customers. The fact that it looked like 'sex on wheels' helped enormously too, of course. In addition, the 280 SL's essential user-friendliness broadened its appeal beyond the traditional sports car-enthusiast market, and many celebrities and film stars owned 280 SLs.

The last of a popular and highly successful line began with the 230 SL of 1963; the Mercedes-Benz 280 SL was introduced in 1967, powered by a new 2.8-litre six-cylinder engine that produced 180bhp, 20 horsepower more than the preceding 250 SL's. The 280 SL's 200km/h top speed was not more significant, but it was remarkably quicker off the mark. Its 0-100km/h time of 10 seconds is a whole second better than its predecessor's.

Autocar was full of praise for the 280 SL's effortless performance: "Those going abroad will be pleased to know that the 280 SL can sustain 160km/h with ease and still have a good bit in hand for surging up to 192km/h when traffic and conditions permit. All the time, the engine is smooth, and it has a sweet song to its exhaust note, which starts as a deep throb and builds up to a busy hum at maximum revs."

Christened 'Pagoda' after their distinctive cabin shape - devised by French designer and classic car enthusiast Paul Bracq - these SL models were amongst the best-loved sports-tourers and today remain highly sought after by collectors.

This superb manual transmission 280 SL Pagoda was ordered new by Mr John I. Clark from Winsconsin, USA, in April 1971 as a European delivery including US equipment from the Mercedes Factory in Sindelfingen for the total price of $7731 (invoice on file). Ordered in April 1971 in Germany, this Pagoda was registered in 1972 in the US for the first time and is believed to have stayed with its first owner for over 40 years. According to the US-Title, the 280SL remained with the Clark family until shortly after Mr. John I. Clark's death in 2014. After its return to Europe in 2016, this Pagoda has been converted to European specification with the correct headlights, taillights, speedometer, etc. Furthermore, it benefits from a complete, no-expense-spared restoration carried out in Belgium between September 2017 and September 2018 by renowned marque specialists, Top Classics. The car has been refinished in its original and highly desirable exterior colour of Dark Blue (904). The interior has been fully re-trimmed in contrasting natural leather (originally black) and features luxurious bouclé carpeting. The black Sonnenland three-layer soft-top is new, while additional insulation in the doors and floor make for an enhanced and more comfortable driving experience.

Once the car had been dismantled, the bodyshell was sand-blasted and any areas of corrosion repaired before applying the first coat of epoxy primer. The suspension and rear axle were overhauled and powder-coated, and new shock absorbers fitted all around. The braking system was renewed in its entirety, including the handbrake mechanism and a completely new fuel system installed (tank, pump, fuel lines, etc.). The exhaust system is new throughout. The original engine and gearbox likewise have been completely overhauled, a new cylinder head was installed at the same time we've been advised. All the brightwork has been re-chromed to the highest standard, while new colour-matched wheels shod with whitewall tyres complete the picture. The whole process has been nicely documented in the car's file together with some older correspondence, invoices including the original purchase invoice from new, MB-Datenkart. The car comes with the old US title dated 1972 from its first owner and current Belgian registration documents as well as recent technical inspection. An exceptionally well-restored Mercedes-Benz 280 SL 'Pagoda' with hardtop presented in beautiful condition and hardly 650 kms driven since its extensive restoration.

Great Western Railway three car 150938 departs Bristol Temple Meads with 2F98, 16:44 Bristol Parkway – Warminster, 25th May 2016.

Unit History

150938 is a temporary unit formed of two car Class 150/2 unit 150238 with the addition of the undamaged vehicle from 150219 (57219). On the 3rd April 2016 150219 was involved in a collision with 43160 at Plymouth. 150219 and 150238 are from the final batch of eighty five class 150 two-car units which were built at York in 1986/87 with front-end gangway. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell.

Volkswagen Golf GTi Mk.2 (1983-92) Engine 1781cc S4 inj 16v 132bhp

Production 6,000,000 (all Golf Mk.2's)

Registration Number F 468 MHJ (Chelmsford)

VOLKSWAGEN SET

www.flickr.com/photos/45676495@N05/sets/72157623738785355...

The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style. During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.

The successful hot GTi model was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a fuel-injected and was later joined by the more powerful Golf GTi 16v marked by discreet red and black "16v" badges front and rear.

NB car in the background

Audi A6 TDi S line V6 Estate (3rd Gen) (2006) Engine 2698cc V6 TDI

Registration Number YY 06 VCP (Beverley)

Diolch yn fawr am 67,009,228 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 67,009,228 amazing views, enjoy and stay safe

Shot 22.07.2018 at the Curborough Sprint, Curborough, Staffordshire Ref 135-346

Formosa 120GR (1963 donor car) Engine 1147cc Triumph S4

Registration 56 SC

This is an interesting one, and one i had not seen before, although i had a long chat with the builder/owner of another example i saw over the 2026 Spring Bank Holiday (nice chap)

Formosa 120GR, inspired by the racing cars from the 1950's. this car is not a replica but captures the style of the era. The design does not replicate any particular marque or model, (although the badging on this one makes it look very much like a mid fifties Maserati sports/racer) therefore avoiding any copyright issues that some replicas have fallen foul of. The result is a stand alone classic looking 50's race car.

The Formosa was the brain child of hot rodder, Gary Jane, and resembled his earlier similar kit car the Sammio. The Formosa was begun under a different operation called Mid Century Re-Creations. The idea was for an enthusiast to find an old Triumph Herald or Vitesse, get rid of the bodyshell, add Gary Janes’ metal support perimeter frame (which was offered at a cost of c.£1000) and his one-piece bodyshell (plus boot, doors and flip-front) for c.£2900 and you had a period-looking two-seater that was IVA exempt and utilised an unmodified chassis.

There were two versions of the Formosa 120GR. The long nose is based on a Reliant Scimitar SE5/5A, and the Short Nose uses a Triumph Herald or Vitesse Chassis as a donor. Mid Century Recreations could supply more parts of the car, such as seats, dashboard, front bulkhead panels, wire wheels, windscreen and much more.

It certainly looks a barrel of fun, and those dusters speak volumes about the pride of ownership

Diolch am 98,892,241 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 98,892,241 amazing views, every one is greatly appreciated.

Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-260

As we near Christmas, I felt that a festive railway piece was in order, and thus I give you the unsung hero of the British Christmas season, the Class 325 Parcels Unit. If you have relatives in the North of England who need to transport Christmas Cards and other presents to relatives in the south or Vice Versa, chances are it will travel aboard one of these plucky units that will scoot it up the West Coast Mainline at 100mph overnight, or rarely during the day.

In this scene we see a trio of Class 325 units trundling through the countryside near Crawford in Scotland, working a northbound mail service from Willesden Railnet Terminal in North London to Shieldmuir Railnet Terminal in Southern Glasgow, speeding through a snow covered South Lanarkshire countryside.

The Class 325's were built as a joint venture between BREL and ABB of Italy using the traction motors and bodyshell design of a Class 319 Thameslink unit in order to create a parcels unit to replace the ageing Travelling Post Officer (TPO) stock of the 1960s. Built to the same external design as a Class 365 Networker unit, inside they are literally an empty shell in which is stored trolleys full of precious cargo and mail. In days gone by this would have been filled with shelves and rows of workers meticulously sorting letters and parcels for their individual destinations, but since all the sorting is now done by computer, they are no longer necessary. Built to travel at 100mph, 16 of these 4-car units were built to run on both 25kv Overhead AC electric wires, and on 1500 volt DC 3rd rail on the Southern Region, although this was never common practice.

However, as it turns out, the construction of these units was one of the biggest wastes of time and money ever to be done by British Rail as when things were starting to look up for mail borne rail traffic, the operator of the mail train, Royal Mail, decided in 2004 it would withdraw the Mail Train contract, and send everything by gas-guzzling lorries. Overnight, the ever popular mail train that had run since the Victorian days was axed and the millions of pounds worth of purpose built locomotives and stock found itself immediately redundant. The Class 325's were put into storage after only 9 years of service, and would not return to the rails until 2005, when a contract was struck between GBRF (Great British Rail Freight) and Royal Mail to operate a small number of trains between the Willesden Railnet, Warrington and Shieldmuir, and thus mail traffic returned to the mainline, but not in the way it had done previously. Since then there have been plans to return operations to the East Coast Mainline as well, working trains to Newcastle from London.

Since there are now so many spare sets available, these units usually operate as triplets of 12-cars in order to increase capacity, whereas before they would often run as single or double sets. Today, the surviving 15 units (325010 being scrapped in 2012 after being stripped for spares) are not a common sight in the day, although in the run up to Christmas these units are given extra diagrams to operate more services in the morning and afternoon, which means that whenever there's on out and about, I'll usually go and try to grab some shots of these rare but vital little units.

Humber Sceptre II (1966-67) Engine 1725cc S4 OHV

Production 11,983

Registration Number LFM 184 D (Chester)

HUMBER SET

www.flickr.com/photos/45676495@N05/sets/72157623665287863...

The Sceptre I was introduced in 1965 with a shape somewhere between the Hillman Super Minx and the Sunbeam Rapier, with the former's bodyshell and the latter's grille, quad head lights, dual overdrive and servo front disc brakes.

For 1966 the model was upgraded as the Sceptre II with a larger 1725cc engine and an Automatic option, and revised front end styling.

A Humber Sceptre Mk II series was tested by Motor magazine, published April 1966, with performance figures of a top speed of 94.8mph, a 0-60 mph time of 12.5 seconds and 19.5 seconds for the standing quater mile

Diolch yn fawr am 71,253,366 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 71,253,366 amazing views, enjoy and stay safe

Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-362

In 1970 a new Taunus, the Taunus Cortina (TC), was introduced, as a two- or four-door sedan, station wagon (or Turnier) and coupé. It was very similar to the British Ford Cortina Mk III but without the "coke bottle" belt line. Also, the Taunus was available as a coupe, a bodystyle that the Cortina was never made in.

Both cars were developed under the auspices of Ford of Europe, and most major components including key parts of the bodyshell were identical. From 1976 Taunus and Cortina models were identical in all but name, 'Taunus' being the name used in left hand drive (LHD) markets, and 'Cortina' in right hand drive ones, although the Cortina name was used in LHD South Korea and Taiwan. The Mk III was also sold in Scandinavia, alongside the Taunus.

The Ford Taunus TC series was conceived in the late 1960s to be a "world car" alongside its technical sibling the Cortina Mk III, with construction and design work taking place on both sides of the Atlantic. As with the design of the first generation, it was done under the supervision of Semon "Bunkie" Knudsen, of former General Motors fame. The car is often nicknamed "Barock 2" (pointing back to the Taunus P2 series of the late 1950s, commonly known as the "Barock-Taunus") or "The Knudsen Nose" by its German owners because of the pointy hood scoop that, as the legend has it, was put there on direct order from Knudsen. Otherwise the major design work is rumoured to have been done by German car designer Luigi Colani, who also did design concepts for BMW's motorcycle division in the late 1970s.

(Wikipedia)

The 2000 London-Sydney Marathon winner- Stig Blomqvist/Ben Rainsford

Built by Basil Green Motors - Johannesburg

5,0 Liter

V8

ca. 500-550 ex.

Built by Basil Green Motors of Johannesburg exclusively for the South African market, the 'Perana' is the only V8-engined Capri officially sanctioned by the Ford Motor Company. Basil Green used the Ford 302ci (5.0-litre) Windsor V8 engine, modifying the chassis and running gear to cope with the extra power, and the result was a high-performance car with an excellent power-to-weight ratio that was soon cleaning up in domestic racing. Indeed, so successful was the Perana that after a single season's dominance it was banned. For the road, the Perana came with 281bhp on tap and a top speed of 147mph. It was also extraordinarily flexible. How British and European enthusiasts would have loved to get their hands on the Perana, and Ford surely missed a trick by not offering such a car in other markets. It is estimated that around 500-550 were produced between 1970 and 1972. This Capri Mk1 to full house Perana specification cost in excess of AUD200,000 (approximately £116,000 at the current rate of exchange) to build in 1999, before winning the 2000 London-Sydney Rally driven by former World Rally Champion Stig Blomqvist and preparer Ben Rainsford. Since then, the Marathon rally coupe has participated in several other long-distance events. These include the 2004 London-Sydney Rally, 2004 Carrera Sudamericana Marathon, 2007 Classic East African Safari Rally, 2010 International Rally du Maroc and the 2011 Sol Rally Barbados. Specification highlights include a 302ci 'Windsor' Cobra type V8 engine; 'Jerico' type top-loader 4-speed gearbox; Marathon-specification bodyshell; full roll cage with side-bars; live five-link rear axle; all round disc brakes; rack-and-pinion steering; glassfibre bonnet; Perspex side windows; and Bilstein-damped suspension currently set up for 'Tarmac' events. An alternative Proflex-type Safari high-ride 'Gravel' suspension is included in the spares kit, together with a spare set of wheels. Offered with Ford dating letter confirming September 1969 manufacture of donor car, fresh MoT valid to August 2014, current historic vehicle eligible road fund licence and Swansea V5C, this unique Perana-specification Capri represents a wonderful opportunity to acquire a well-sorted car with a proven record in long-distance rallying that awaits preparation for the next long haul.

Metropole Classic Cars

Meubellaan 1

Druten

Nederland - Netherlands

June 2021

The Jaguar XJ (XJ40) is a luxury sedan manufactured by Jaguar Cars between 1986 and 1994. Officially unveiled on 8 October 1986 it was an all-new redesign of the XJ to replace the Series III, although the two model ranges were sold concurrently until the Series III was discontinued in 1992. The XJ40 used the Jaguar independent rear suspension arrangement, and featured a number of technological enhancements (such as electronic instrumentation)

Development:

Throughout the 1970s Jaguar had been developing "Project XJ40", which was an all-new model intended to replace the original XJ6. Scale models were being built as early as 1972. Due to the 1973 oil crisis and problems at parent company British Leyland, the car was continually delayed. Proposals from both Jaguar's in-house designers and Pininfarina were received. Eventually, it was decided an internal design would be carried through to production and, in February 1981, the British Leyland board approved £80 million to produce the new car.

Jaguar historians claim that the XJ40 was the last car which company founder Sir William Lyons had contributed to during its protracted development phase. The previous generation XJ had been the final Jaguar to be developed wholly under Lyons' leadership - although he continued to take an active consultative role within Jaguar design, long after had retired from the day to day management of the firm following its merger in 1966 with the British Motor Corporation.

During development, the XJ40 pioneered significant improvements to the way Jaguar designed, built, and assembled cars. Among these improvements was a 25 per cent reduction in the number of bodywork panels required per car (e.g. three pressings needed for a Series 3 door compared with one for a XJ40 door), resulting in not only a more efficient assembly process, but also a weight saving and a stiffer structure. Greater attention to panel gaps improved the drag factor (reduced from 0.849 Cd to 0.762 Cd), while also improving the fuel economy and lowering wind noise inside the cabin.

Mechanicals:

AJ6 4.0 L engine (in a 1990 Daimler)

Initially, only two engines were offered across the XJ40 models: a 2.9 L and a 3.6 L version of the AJ6 inline-six. In 1990, these were changed to 3.2 L and 4.0 L versions. In 1993, the XJ12 and Daimler Double Six (both equipped with the Jaguar V12 engine) were added to the available models.

During the development of the XJ40, British Leyland had considered providing the Rover V8 engine for the car, which would have eliminated the need for future Jaguar engine production. The XJ40 bodyshell was allegedly engineered to prevent fitting V-configuration engines such as the Rover V8; this delayed the introduction of the V12-powered XJ12 until 1993.

The automatic gearbox used in the 2.9 L, 3.2 L and 3.6 L six-cylinder cars was the four-speed ZF 4HP22. On the 4.0 L, the four-speed ZF 4HP24 was used. A stronger automatic gearbox was required for the V12-equipped cars, and the four-speed GM 4L80-E was selected. The manual gearbox fitted to early cars was the five-speed Getrag 265, while later cars received the Getrag 290.

The automatic transmission selector was redesigned to allow the manual selection of forward gears without accidentally selecting neutral or reverse. This new feature was dubbed the "J-Gate" and has carried over to more recent Jaguar models.

Exterior:

The curvaceous lines of the outgoing Series XJ were replaced by the more angular, geometric shape of the XJ40. The nose of the car would accommodate either matched pairs of round headlights, or rectangular single units; the latter were fitted to the higher-specification Sovereign and Daimler trim levels, and also to all cars for the US market.

The bumper is a visually distinct black-rubber-covered bar that runs the full width of the car and incorporates the sidelights and indicator lights. The bonnet is hinged at the front. Window frames are either chromed or black, depending on model. Rain gutters, door mirrors, and door handles are also finished in chrome. All XJ40s have a chrome surround for the windscreen and a single windscreen wiper.

Early low-specification cars were fitted with metric-sized steel wheels and plastic wheelcovers. From 1991, the wheels were changed to non-metric sizing.

[Text from Wikipedia]

en.wikipedia.org/wiki/Jaguar_XJ

Barons Classic American Auction info:

The second series Fulvia Sport was launched at the 1970 Turin Motor Show. Changes included a five-speed gearbox, revised suspension geometry, taller ride height, a taller final drive and wider tyres. The body was now all-steel and seated 2+2 passengers. Some of the Zagato's most unusual features were lost; the bonnet was now hinged at the front and the spare wheel compartment hatch was deleted.

Sport 1.3S (Tipo 818.650/651): 1970-72. Same engine as Series 1 1.3S but five-speed transmission. Very early versions of these Series 2 cars were fitted with Series 1 bodyshells with a separate spare-wheel hatch, smaller rear lights and aluminum bonnets and doors. Later versions have all-steel bodyshells, no spare wheel hatch and larger rear lights.

This 1975 1.3S was imported from Italy and has participated in the Giro d'Italia, a classic car rally organised once every four years that only totally original classic cars are eligible for.

Buster Lang's All-American Classic, Custom, Hot Rod & Bike Show

Sandown Park, Esher, Surrey

13th-14th August 2016

The Opel Kadett C was launched in 1973. Available in hatchback, saloon (limousine), estate (caravan) and coupe body styles, it was replaced by the Kadett D in 1979.

Marking the beginning of Vauxhall and Opel models becoming increasingly similar, the Chevette was introduced in 1975. The bodyshells were shared, the main difference being the front end treatment which mirrored the Opel Ascona B and Vauxhall Cavalier Mk1 series. The Chevette was also available in commercial format (Chevanne) but not in coupe form.

The Kadett D replaced the C in 1979, the same time as the now identical Astra Mk1, although Chevette production continued until 1984.

Other versions of the Opel Kadett C include Buick Opel (USA),

Chevrolet Chevette (BRA - used above to represent the Opel), Daewoo Maepsy (ROK), Holden Gemini (AUS), Isuzu Gemini (J), Opel K-180 (ARG) and GMC Chevette (ARG).

Hillman Avenger Tiger (1972-73) Engine 1498cc S4 OHV Production 600 approx

Registration Number DTR 222 K (Southampton)

HILLMAN SET

www.flickr.com/photos/45676495@N05/sets/72157623789458598...

Limited production version of the Hillman Avenger intended for racing and rallying

Standard specification includes twin Weber carburettor engine, and alloy wheels. Up to 110 mph in favourable conditions, formed the basis of a successful race/rally saloon. Homologated as a Group 1 race car, winning the RAC Championships. A few competition cars fitted with 1.8 and 2.0 litre engines

All Avenger Tigers were assembled by the Chrysler Competitions Centre and production figures are vague but around 200 of the initial Mark 1 seems likely. In October 1972, Chrysler unveiled the more "productionised" Mark 2 Tiger. The Avenger GL bodyshell with four round headlights was used. Mechanically identical to the earlier cars, the bonnet bulge was lost although the bonnet turned matt black, and there were changes to wheels and seats. These cars went on sale at £1,350. Production was around 400. Red ("Wardance") was now available as well as yellow ("Sundance"), both with black detailing

Many thanks for a fantabulous

48,151,729 views

Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-274

Singer Chamois (1964-70) Engine 875cc S4 OC

Registration Number NJW 677 E (Wolverhampton)

SINGER SET

www.flickr.com/photos/45676495@N05/sets/72157623722487129...

The Singer Chamois was introduced in October 1964 as an attempt to increase the Imps apeal with a more upmarket version the Chamois featured wider rimmed wheels, walnut veneer. external side trim, a wider choice of colours and metalic paint options along with a horizontal grille. Later (1969 on) cars have quad headlights.

In 1966 the Chamois was joined by the Chamois Sport with output increased from 39bhp to 55bhp by virtue of a twin carburettor sports engine version of the 875cc unit, and servo assisted brakes, the interiors featured reclining seats, quad headlamps from 1969 in line with the standard Chamois.

In 1967 the range was further expanded with the Chamois Coupe The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened

Many thanks for a fantabulous

47,310,221 views

Shot at Weston Park Classic Car Show 27.03.2016 - Ref 111-644

Les Grandes Marques du Monde au Grand Palais 2020

Bonhams

Parijs - Paris

Frankrijk - France

February 2020

Estimated : € 130.000 - 160.000

Sold for € 149.500

Few sports cars have proved as versatile as Porsche's perennial 911, a model that, for the past 50 years, has proved equally capable as a Grand Tourer, circuit racer or rally car. A 'modern classic' if ever there was one, the 911 first appeared at the 1963 Frankfurt Motor Show as the '901', but shortly after production proper commenced in 1964 had become the '911' following Peugeot's complaints about the use of '0' model numbers. The preceding Type 356's rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower.

Manufactured in January 1966, this 1st Series (pre-A Programme) Porsche 911 was delivered new finished in Aga Blue with black leatherette interior, and left the factory equipped with a Webasto heater and radio loudspeaker, as confirmed by its accompanying Porsche Certificate of Authenticity. Chassis number '303509' is one of the very early, short-wheelbase cars of the type much favoured by the historic rallying fraternity, a situation that has led to unmodified examples such as this one becoming a great rarity and consequently much in demand.

In 2012 the car was imported into the Netherlands where the current vendor, a Porsche collector, commissioned a full restoration with no corners cut. Undertaken by Dutch specialists, the rebuild was completed in 2016 and was photographically documented (see history file). This restoration included a full engine and gearbox rebuild, a six-coat re-spray in the original Aga Blue livery, re-chroming of the brightwork, a new Pepita interior, and an overhaul of the instruments. The body restoration was carried out by Houvers of Winterswijk, while the matching engine and gearbox were rebuilt by Koban Tuning of Lichtenvoorde, Holland. Closest attention to detail was taken to bring everything back to original specification. In total, some €140,000 were spent to return the car to the effectively 'as new' condition it is presented in today, with many invoices available. Only a relative handful of kilometres have been covered since the restoration's completion and this beautiful Porsche 911 is presented in commensurately excellent condition.

Morris Six MS (1948-53) Engine 2215cc S6 S6 OHC

Production 12,400

Registration Number CSU 419 (Re-registered 1986, on a date related number, first allocated to Kincardineshire)

MORRIS SET

www.flickr.com/photos/45676495@N05/sets/72157623690377489...

The Morris Six MS was a six-cylinder midsize car made from 1948 to 1953. It was the company's first post war six-cylinder car. At launch the car was priced at £671 on the UK market.

The car was very similar to the 1948 Issigonis designed Morris Oxford series MO sharing the same bodyshell from the windscreen backwards. The bonnet was lengthened to take the overhead camshaft, single SU carburettor, 2215 cc six-cylinder engine which produced 70 bhp.

The whole car was longer than the Oxford with a wheelbase of 110 inches Suspension was independent at the front using torsion bars and at the rear there was a conventional live axle and semi elliptic springs. The steering was not by the rack and pinion fitted to the Oxford but used a lower geared Bishop Cam system. The 10 inches (250 mm) drum brakes were hydraulically operated using a Lockheed system.

The design was shared with Nuffield Organisation stable-mate Wolseley as the 6/80

Many thanks for a fantabulous 32,706,700 views

Shot on 01.01.2015 at Brooklands New Years Day Classic Car Gathering Ref 104-204

Ford Escort Mk.II RS1800 (1975-80) Engine 1840cc Cosworth BDE S4

Production 631,828 all models. (in the UK - over 2 million worldwide)

Registration Number UCP 382 R (Huddersfield)

FORD of BRITAIN SET

www.flickr.com/photos/45676495@N05/albums/72157623665118181/

The Escort Mk.II was launched in 1975, redesigned with a more square shaped body on the existing Escort underside and running gear. Built in Britain at Halewood and a number of other countries. Unlike the first Escort (which was developed by Ford of Britain), the second generation was developed jointly between the UK and Ford of Germany. Codenamed "Brenda" during its development, The car used a revised underbody, which had been introduced as a running change during the last six months production of the Mark I. Rear suspension still sat on leaf springs

The "L" and "GL" models (2-door, 4-door, estate) were in the mainstream private sector, the "Sport", "RS Mexico", and "RS2000" in the performance market, the "Ghia" (2-door, 4-door) for a hitherto untapped small car luxury market, and "base / Popular" models for the bottom end.

A cosmetic update was given in 1978 with L models gaining the square headlights (previously exclusive to the GL and Ghia variants) and there was an upgrade in interior and exterior specification for some models. Underneath a wider front track was given.

In 1979 and 1980 three special edition Escorts were launched: the Linnet, Harrier and Goldcrest.

As with its predecessor, the Mark II had a successful rallying career. All models of the Mark I were carried over to the Mark II, though the Mexico gained the RS badge and had its engine changed to a 1.6 L (1,593 cc) OHC Pinto instead of the OHV. A "Sport" model was also produced using the 1.6 L Crossflow. A new model was released, the RS1800, which had a naturally aspirated 1,833 cc. The works rally cars were highly specialised machines. Bodyshells were heavily strengthened and characterised by the wide wheel arch extensions, and fitment of four large spotlights for night stages. The Mark II Escort continued its predecessor's run on the RAC Rally, winning every year from 1975 to 1979 and racing in a variety of other events around the world.

Diolch yn fawr am 67,361,022 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 67,361,022 amazing views, enjoy and stay safe

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-074

Chassis n° 1E1944

Coachwork by Lynx

This car started life as number 3 short nose D Type built by LYNX in 1977. The car was then converted by LYNX into a LYNX XKSS in the 80s.

Bonhams : The Autumn Sale 2020

Estimated : € 250.000 - 350.000

Sold for € 184.000

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

"The factory fire in February 1957 extinguished the career of the XK SS, a road-going sports car based on the D-Type. As a result of the hiatus in production, and dislocations of plans for new product lines as important as the 3.4 saloon, the XK SS was abandoned. It was a cruel fate for a car that was a true thoroughbred, made in the image of the Le Mans winner, and one of the classic might-have-beens of motoring history." – Eric Dymock, The Jaguar File.

One of the rarest Jaguars of all, the XK SS was a spin-off from the D-Type racing programme. To satisfy the FIA's sports car regulations, the D-Type had been built in numbers greatly exceeding the demand for such a specialised piece of racing equipment, and conversion to road trim was viewed as the best way of clearing unsold stocks, hence the XK SS. The idea of a road-equipped D-Type is credited to Jaguar works driver Duncan Hamilton, who fitted a windscreen and hood to his ex-factory 1954 Le Mans car ('OKV 1') in 1956.

Modifications to make the D-Type acceptable for road use included installing a seat and door on the passenger side; removing the division between driver and passenger; fitting a full-width wraparound windscreen; and heat-shielding the side-exit exhaust system. A mohair hood and detachable side screens provided weather protection, and, as twin fuel tanks and the spare wheel occupied the boot space, a luggage rack was provided on the tail. The 3.4-litre XK engine remained pretty much to racing specification, producing around 250bhp, which, in a car weighing just 18cwt (914kg), made for electrifying performance. Production commenced during the winter of 1956, but the loss of a number of bodyshells in the fire at the Brown's Lane works in February 1957 severely curtailed the XK SS programme, with the result that only 16 had been made when production ceased in November of that year.

Testing an XK SS in 1957, the esteemed American motoring journal Road & Track recorded figures of 5.2 seconds and 13.6 seconds for the 0-60mph and 0-100mph times respectively, which are none too shabby even by today's standards. With an estimated top speed in excess of 150mph, the XK SS remained the fastest catalogued Jaguar sports car for many years.

Like many other legendary sports cars, the Jaguar XK SS inspired a number of imitations. An acknowledged master in this highly specialised field is the Sussex-based firm of Lynx Engineering, which enjoys an international reputation for accuracy and quality second to none. The car we offer is the third chassis manufactured by Lynx and the first of the exclusive series of only nine such replicas built to Jaguar XK SS specification (see email correspondence on file from Lynx and the company's co-founder Chris Keith-Lucas). Its history is known from new; indeed, this XK SS served as Chris Keith-Lucas's wedding car!

Built in the late 1980s, this XK SS takes its identity from a 1967 Jaguar E-Type, chassis number '1E1944', which was registered in the UK as 'PEH 670F'. Of riveted aluminium sheet, the coachwork conforms to the original method of construction. Unlike the original, however, the Lynx XK SS is powered by a larger, 3.8-litre XK six fitted with triple-Weber induction and a stainless-steel sports exhaust system. (Its original engine was a 4.2-litre XK unit taken from a Series 1½ E-Type.) Finished in British Racing Green, the car also features competition wheels and a nicely patinated black leather interior.

Previously owned by Roland Urban, founder of the French Jaguar Drivers' Club, the XK SS was completely overhauled in the early/mid-2000s and was purchased by the current vendor in 2008. In 2009 the engine was overhauled by Paris-based Cecil Cars, while earlier this year the car received new tyres and the carburetion system was overhauled as part of a general check over (see invoice on file for €4,617 from Prestige Garage in Vence, South of France). Offering breathtaking performance with classic Jaguar style, this beautifully executed XK SS re-creation comes with valid French Carte Grise.

W111

Zoute Sale - Bonhams

Estimated : € 75.000 - 100.000

Sold for € 83.375

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz sedan but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.

The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.

The new V8 engine had particularly smooth-running characteristics and endowed the 280 SEs with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.

Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much-admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury and reliability. Today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

Most elegantly finished in the original colour combination of beige grey (beigegrau) with bamboo (bambus) coloured leather interior, this beautifully presented Mercedes-Benz incorporates a host of desirable options including a Becker Grand Prix radio; central armrests front and rear; heated rear screen; additional spotlights; automatic transmission; electric sliding sunroof; and electric windows.

As per the Mercedes-Benz data card (copy on file), the car was sold new via the Munich based dealer (code 226) but its first custodian was a medical doctor based in Vienna. The doctor owned the Mercedes from new until 1989 when the car was sold to its second Austrian owner, who would keep it until 2012 (copies of Austrian registration documents are on file). In 2012 the car was sold via a German dealer to its first German owner, who in turn sold it to the current vendor, a very well-respected collector of fine cars based in Munich. Clearly this car has been looked after all its life, and recent expenditure includes the following:

• 2017: comprehensive service by Mercedes-Benz in Munich including a comprehensive brake service; repair of the power-assisted steering; cooling circuit overhaul; installing new engine mounts; check and repair of heating and ventilation system, etc for a total of €14,600

• 2018: overhaul of the automatic gearbox and further smaller repairs, again at Mercedes-Benz Munich €5,530

• 2018: installing safety belts at CarTech Knowledge, Ismaning near Munich €2,000

• 2020: dry ice blasting and repair of some rust on wheel arches including paint, again at CarTech €5,150

• 2021: service with some minor repairs at CarTech €3,050

I know this custom-built "truck" quite well, it was built many years ago now by a local micro car collector, around the remains of a rusty Isetta 600 bodyshell and a modified VW water-cooled chassis, and it is very well built!

Trekked down to the weekly cruise night, a smaller crowd this week... Perhaps due to possibility of rain in the forecast...

Humber Sceptre 1 (1963-65) Engine *1592cc S4 OHV

Production 17,011

Registration Number HAS 101 (Cherished number first issued in Inverness)

HUMBER SET

www.flickr.com/photos/45676495@N05/sets/72157623665287863...

Humber variation on the Hillman Super Minx/Singer Vogue theme. With the Super Minx bodyshell but a unique roof, glass and upper/rear bodywork not shared with the Super Minx or the related Singer Vogue. Originally intended as a replacement for the Sunbeam Rapier but was launched as a Humber while a modified Rapier continued until 1967.. This resulted in the Sceptre being more sporty in character than traditional Humbers. The Sceptre was positioned at the top of the mid-range Rootes Group cars, above the Hillman Super Minx and Singer Vogue. It featured similar twin headlight styling to the Vogue and a more powerful 80 bhp, The high level of equipment included disc front brakes, overdrive, screen washers, reversing lamp, rev counter and a full range of instruments. Automatic transmission was made available later. Whilst the Super Minx and Vogue received revised six light styling in 1964, the Sceptre body continued unchanged until 1965 when it was replaced by the MK II.

*This car is powered by the later 1725cc engine fitted from the 1966 in the Humber Sceptre (Ser.II)

Many thanks for a fantabulous

47,089,066 views

Shot at Weston Park Classic Car Show 27.03.2016 - Ref 111-558

The Mazda Luce (Italian for 'light') was the largest Mazda model available, at launch in 1969, through to 1991. The second generation car was launched in 1972, the LA2.

The car was still compact by US standards, at 1660 mm wide and approximately 4500 mm long.

Mazda installed their 12A and 13B twin-rotor rotary engines to produce the Mazda RX4 performance coupe (using the Luce 2-door bodyshell).

Conventional Luces used a conventional 94 PS 1.8 L, or 103 PS 2.0 litre 4-cylinder engine.

The car received a more conventional styling update in 1976 (LA3), losing some of the period cool of the LA2. The overall body form though, still reflected a Japanese interpretation of the period coke-bottle styling.

The LA2 Luce Coupe is shown here.

The badge on the rear left is from Walker Bodywork, who seem to have supplied kits for various DIY van conversions.

OUF 216R

✓ Taxed - Tax due: 1 April 2018

✓ MOT Expires: 27 October 2017

Vehicle make: TOYOTA

Date of first registration: August 1976

Year of manufacture: 1976

Cylinder capacity (cc): 1587 cc

Fuel type: PETROL

Export marker: No

Vehicle status: Tax not due

Vehicle colour: WHITE

Number of owners: 2

Current owner since Sep 1987

Mileage at last MOT: 57,999

Mileage since previous MOT unknown (Stuck odometer)

Advisories in recent years include:

- heavy rust formed at underside of body

- body panel(s) corroded to excess but not within the prescribed areas. n/s/f o/s/f

-various body corrosion

-corrosion at offside rear inner sill

-various underside corrosion

-corrosion at rear axle brake pipes

-vehicle body shell heavily rusted.

-excessive corrossion detected at offside & nearside inner sill sections not considered to be supportive panelling

-vehicle bodyshell is heavily corrodded

-offside & nearside panel sections outside prescribed areas corroded to excess

- plated repairs in seat belt prescribed areas have been covered in underseal

- BODY VERY RUSTY AND REPAIRED WITH TAPE

Ford Escort 1300 (Mk.1) 2 door Base (Mexico replica) (1967-75) Engine 1298cc S4 OHV Production 1,076,118 all UK Mk.1's)

Registration Number BUJ 59 K (Shropshire)

FORD (UK) SET

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

The first Escort is bigger and more roomy than the outgoing Anglia and availble in 2 or 4 door saloons. Massive seller, designed in the UK but manufactured in Britain and Germany. MacPherson strut front end cross flow head engine.

There was a 1300GT performance version, with a tuned 1.3 L Crossflow (OHV) engine of 63hp against the standard 1300cc models 51hp, with a Weber carburetor and uprated suspension. this was uprated to 71hp for model years 1970-74 the same as the Escort 1300 Sport that also featured flared front wings from the AVO range of carsbut with a lower range of trim This version featured additional instrumentation with a tachometer, battery charge indicator, and oil pressure gauge.

,

Later, an "executive" version of the Escort was produced known as the "1300E". This featured the same 13" road wheels and flared wings of the Sport, but was trimmed in an upmarket, for that time, fashion with wood trim on the dashboard and door cappings.

This car is an excellent replica of a Mk.1 Ford Escort, albeit with a 1300cc engine. The Ford works team was practically unbeatable in the late 1960s / early 1970s, and arguably the Escort's greatest victory was in the 1970 London to Mexico World Cup Rally, driven by Finnish legend Hannu Mikkola and Swedish co-driver Gunnar Palm. This gave rise to the Escort Mexico (1598cc "crossflow"-engined) special edition road versions in honour of the rally car. Introduced in November 1970, 10,352 Mexico Mark Is were built using bodyshells using additional strengthening panels in high stress areas making them more suitable for competition

Diolch yn fawr am 71,151,323 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 71,151,323 amazing views, enjoy and stay safe

Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-313

Standing in the rain at Manchester Oxford Road is Northern 156422 ready to work 2O89, 15:46 Manchester Oxford Road – Liverpool Lime Street, 23rd May 2024.

Unit History

Built by Metro-Cammell at Washwood Heath in 1988 the Class 156 is based on the Mark III bodyshell and is powered by 6-cylinder Cummins NT855-R5 diesel engine through Voith automatic transmissions. I first saw 156422 on the 15th July 1988 at Sheffield, over thirty five years ago.

Triumph GT6 Mk2 (1968-70) Engine 1998c S6 OHV

Production 12,066

Registration Number RUT 513 G (Leicestershire)

TRIUMPH ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623847263736...

Introduced in 1966 the first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. The new body was a sleek fastback design with an opening rear hatch, In essence a two seater but with a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2 litre, tuned to develop 95 hp (71 kW) with a top speed pf 106mph

The Mk.II GT6 was launched in 1978 using a 104bhp version of the six cylinder engine, with optional overdrive as available on the Mk.1. Now fitted with lower wishbone independant rear suspension. The Mk.2 also got a new facia, better ventilation for both engine bay and cockpit and Rostyle wheels, though wires were a popular option. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform with new regulations ecessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds Performance improved slightly to 107 mph

The third generation of 1970 was the GT6s last major facelift the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end,and the deletion of the chrome stripes on top of the wings . Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper "swing-spring" layout fitted to the Spitfire Mk IV. Engine output was simular to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph

Diolch yn fawr am 65,531,840 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 65,531,840 amazing views, enjoy and stay safe

Shot 06.05.2018 at Catton Hall Car Show, Catton Hall, Walton on Trent, Derbyshire Ref 133-599

.

Taking a day off at Butterley is preserved British Rail Class 141 Pacer unit, 141113.

The Class 141 has often gone down in British Railway history as one of the worst trains to ever be used on the UK network, a cheap alternative to replace ageing stock that turned out to be more trouble than it was worth.

The concept of Pacer units goes back to a multitude of prototypes created during the late 1970's and early 80's through a partnership between British Rail and nationalised car manufacturer British Leyland. The concept was to create a set of diesel multiple units that would be based on the bodyshell of the highly successful Leyland National bus with the underpinnings of redundant 4-axle goods wagons fitted with Leyland engines.

The first mainstream prototype of the Pacers were early railbuses known as LEV1 and RB004. LEV1 was built in 1978, and was, for all intents and purposes, a Leyland National bus on train wheels. This was followed by several other LEV (Leyland Experimental Vehicles) derivatives until 1984, when single railcar RB004 was built, its external design matching that of the Class 141. At the same time, a boxy two-car prototype designated Class 140 was launched and operated between 1980 and 1981, being only a proof of concept and not intended for mass production.

The Class 141 was designed between 1983 and 1984, taking the external styling of the RB004 railbus and combining it with the two-car bodyshell and layout of the Class 140. The primary intention of the Class 141 was to replace the many ageing DMU's from the early 1950's, with their main area of operation being in the West Yorkshire region around Leeds, York and Sheffield. Seeing as British Rail were very short on cash, having suffered the lowest year for rail ridership ever in 1982, the Class 141 was deemed the only option for replacing their extensive fleet of increasingly tired trains.

The units were formed of semi-permanently coupled two-car sets, each powered by a Leyland TL11 engine producing 205hp, whisking the Class 141 to a top speed of 75mph. As mentioned, the units were built of lightweight bodies placed upon what were essentially repurposed four-axle chassis donated from redundant freight wagons. The trains had a total capacity of 94 passengers.

The Class 141 was launched on services out of Leeds to York, Huddersfield, Halifax, Doncaster, Wakefield and Sheffield from mid-1984, with an eventual 20 units being built for the task. Originally, units were outshopped in a tasteful version of the BR Blue and Grey, but, as sectorisation began to take hold, the units were repainted into a variety of colours, including the rather dreary Green and Buttermilk, before eventually being repainted into the West Yorkshire PTE (Passenger Transport Executive) Red and White.

However, almost immediately, the quality issues of the Class 141's did nothing to help the already very low opinion of the railways. These trains were noisy, slow, underpowered, uncomfortable and highly unreliable. Their four-axle design, with the axle attached directly to the chassis rather than on separate bogies like on other trains, meant that on jointed track the trains would bump violently up and down, making the train riding experience similar to that of a 8.5 earthquake!

The engines on these units made the carriages vibrate and resonate with an irritating humming, and the poorly fitted panels and other parts of the unit's interior meant that the train would squeak and rattle as it went along.

There were other issues too, primarily with the gearbox. These were prone to failure after only a few hundred miles of service, which meant that many of the units were out of service being repaired. The continuous unreliability of these mechanisms eventually saw the entire fleet stored in 1988, with units sent north to the Andrew-Barclay Ltd workshops in Kilmarnock for refurbishment. The refurbishment also included the addition of BSI couplers, so as to make the units more compatible with Class 142 and 143 derivative Pacers, as well as the newer Sprinter units such as Class 150's and 156's. The units eventually returned to work in 1989, but their careers weren't exactly long in the grand scheme of things.

By the mid-1990's, it was apparent that these units, that weren't even 10 years old, were in no way fit for purpose, and in 1997 all units were retired from operation, being replaced by the aforementioned derivative Pacer variants, the Class 142, 143 or 144, or by Sprinters such as Class 150, 153, 155, 156 or 158. One unit, however, was converted into a weedkilling train for Serco, its seats being removed and replaced with tanks to spray weedkiller onto the line so as not to be overgrown.

One would've hoped that the Class 141's were just quietly sent to the scrapheap like they deserved, but the trains did somehow get themselves a new lease of life in Iran of all places!

This wasn't the first time Pacer units had been considered for export, the original LEV1 had been offered for sale in the USA, and RB004 was sent to Canada for a while. One Class 141 was trialed in Malaysia in 1984 before being later sent to Thailand, but neither country was impressed by its performance.

12 units were eventually exported to Iran to work commuter trains out of the nation's capital Tehran, the first units being sent there between 2001 and 2002. Once these units had left our shores, little was known about what became of them. Two were noted to still be in service as of 2005, while another two somehow wound up in the Netherlands and are now in storage somewhere. It is largely assumed that the Iranian units have all been withdrawn and put into storage following the introduction of newer DMUs.

Here in the UK, 3 units are preserved; one at Butterley, one on the Colne Valley Railway, and one at the Weardale Railway, while the remains of another unit are also at the Weardale but has been stripped for spare parts. Two units are known to have been scrapped, one of which due to accident damage. 141104 was involved in a head-on collision with a Class 156 at Huddersfield in November 1989, resulting in 33 injuries. While the 156 was returned to work in 1990 after minor repairs, the lightweight 141 was apparently so badly damaged that it was written off and promptly scrapped.

So there we are, the Class 141, the pioneering Pacer that let lose a slew of underpowered, cheaply built little railbuses onto the UK network. There is nothing much redeemable about these trains, they were slow, unreliable and unpleasant to ride one. Perhaps as a novelty you can travel aboard the few preserved units, but for an everyday commute, these trains could induce seasickness the likes of which you'd never seen before!

I have no clue as to what this tripped bodyshell might be. Looks to be a saloon with the rear bulkhead, but otherwise?.....

The 2000 London-Sydney Marathon winner- Stig Blomqvist/Ben Rainsford

Built by Basil Green Motors - Johannesburg

5,0 Liter

V8

ca. 500-550 ex.

Built by Basil Green Motors of Johannesburg exclusively for the South African market, the 'Perana' is the only V8-engined Capri officially sanctioned by the Ford Motor Company. Basil Green used the Ford 302ci (5.0-litre) Windsor V8 engine, modifying the chassis and running gear to cope with the extra power, and the result was a high-performance car with an excellent power-to-weight ratio that was soon cleaning up in domestic racing. Indeed, so successful was the Perana that after a single season's dominance it was banned. For the road, the Perana came with 281bhp on tap and a top speed of 147mph. It was also extraordinarily flexible. How British and European enthusiasts would have loved to get their hands on the Perana, and Ford surely missed a trick by not offering such a car in other markets. It is estimated that around 500-550 were produced between 1970 and 1972. This Capri Mk1 to full house Perana specification cost in excess of AUD200,000 (approximately £116,000 at the current rate of exchange) to build in 1999, before winning the 2000 London-Sydney Rally driven by former World Rally Champion Stig Blomqvist and preparer Ben Rainsford. Since then, the Marathon rally coupe has participated in several other long-distance events. These include the 2004 London-Sydney Rally, 2004 Carrera Sudamericana Marathon, 2007 Classic East African Safari Rally, 2010 International Rally du Maroc and the 2011 Sol Rally Barbados. Specification highlights include a 302ci 'Windsor' Cobra type V8 engine; 'Jerico' type top-loader 4-speed gearbox; Marathon-specification bodyshell; full roll cage with side-bars; live five-link rear axle; all round disc brakes; rack-and-pinion steering; glassfibre bonnet; Perspex side windows; and Bilstein-damped suspension currently set up for 'Tarmac' events. An alternative Proflex-type Safari high-ride 'Gravel' suspension is included in the spares kit, together with a spare set of wheels. Offered with Ford dating letter confirming September 1969 manufacture of donor car, fresh MoT valid to August 2014, current historic vehicle eligible road fund licence and Swansea V5C, this unique Perana-specification Capri represents a wonderful opportunity to acquire a well-sorted car with a proven record in long-distance rallying that awaits preparation for the next long haul.

Metropole Classic Cars

Meubellaan 1

Druten

Nederland - Netherlands

June 2021

Chassis n° NJT164STJ500014916

Toyota Team Europe

Didier Auriol / Bernard Occelli

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 190.000 - 230.000

Sold for € 207.000

Following the success of the Celica GT4 ST165, the Turbo 4WD ST185 would build on its predecessor's foundations and be the class of the field throughout its three years of service in the World Rally Championship (WRC). It was the car to beat, scoring a hat trick of drivers' titles for Carlos Sainz, Juha Kankkunen, and Didier Auriol respectively. Of equal, if not greater, importance to the Japanese manufacturer was the fact that in 1993 the ST185 delivered Toyota its first ever WRC Manufacturer's Championship, a feat it repeated in 1994.

The all-conquering ST185 featured a stiffer bodyshell, improved cooling, an up-rated turbo intake system, X-Trac six-speed transmission and, most importantly, a suspension package that permitted a wide range of adjustment. They were sometimes headed by other cars on unfavourable surfaces but the ST 185 Celica was, arguably, the best all-round package.

Until its exclusion from the series after 2002, the Safari was the toughest rally on the WRC calendar - a gruelling event on difficult terrain in a variety of conditions, which has always made it a signature event. The ST185 Celica was unbeaten on the Safari as a works entry and scored a trio of overall victories for Sainz (1992), Kankkunen (1993) and Ian Duncan (1994).

Its chassis stamped 'TC572-11/93', the Celica offered here is an original ex-works car campaigned by Toyota Motorsport GmbH under the 'Toyota Team Europe' banner and registered 'K-AM6983'. Didier Auriol drove this car to victory in the San Remo Rally in 1994 (photographs on file) and went on to become World Rally Champion that same year, the first Frenchman to do so.

At the end of the 1994 season, this car was sold to Grifone in Italy and the following year participated in national events in Esso livery. The current vendor acquired the Celica in 1996 from Grifone, who had by then returned it to the original Castrol livery, the same as it is today, as part of a complete overhaul and restoration to original works specification. Since then the car has been maintained by the vendor's own team of experts, has been run regularly and is 'on the button'. It should be noted that a new ATL fuel cell was installed in 2016.

Described by the vendor as original and in very good condition, this rare survivor of one of international rallying's most exciting eras is offered with a copy of the original German registration papers; Grifone Verifica Tecnica (1994); Grifone's 1996 sales invoice; and the aforementioned photographs. It is an ideal entry for a variety of retrospective rally events such as those organised by 'Slowly Sideways' and 'Rally Legend', and is ideally suited to the rally stage at the Goodwood 'Festival of Speed'. A rare opportunity to acquire an ex-works rally car with in-period competition history at the highest level.

Stripped of every useful component after its withdrawal due to accident damage, the empty bodyshell of 37273 awaits disposal from Canton depot yard.

I fund my Flickr membership, scanner and software myself. So, if you like my pictures please consider buying me a coffee! www.buymeacoffee.com/seanl

© Sean Lancastle, all rights reserved. Please do not share or post elsewhere without permission.

Lancia Fulvia 1.3 Sport Zagato (first series) (1965-69) Engine 1298cc V4 DOC

Registration Number UAX 185 G (Monmouthshire)

LANCIA SET

www.flickr.com/photos/45676495@N05/sets/72157623795824232...

The Fulvia Sport was a fastback 2-seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions.

The Series 1 was launched at the 1965 Turin Motorshow. Three peculiarities of the Sport body were the engine bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of centimetres to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate. The first Series ran from 1965-69, consisting of three models.

Sport (Tipo 818.132/133): 1965–1967. Introduced at the 1965 Turin Motor Show, the first Sport had an all-aluminium alloy bodyshell and used the coupé's 1.2-litre (1,216 cc) engine 1nside it reprised the wood-trimmed dashboard of the coupé, and featured two small bucket seats of Zagato's own design. 202 were built

Sport 1.3 (Tipo 818.332/333): 1966–1969. In 1966 Sport was upgraded to a 1298cc engine from the Rallye 1.3, producing 87 hp. Early versions still had all aluminium bodyshells (700 were produced with both 1,216 cc & 1,298 cc engines), but later ones were fitted with steel bodyshells with aluminium bonnet, doors, and spare wheel hatch. Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver's side front wing.

Sport 1.3 S (Tipo 818.362/363): 1968–1969. An updated Sport 1.3 with 1,298 cc now producing 92 bhp These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain

The second series Fulvia Sport was launched at the 1970 Turin Motor Show. Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres. The body was now all-steel, and seated 2+2 passengers. Some of the Zagato's most unusual features were lost: the bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Several other changes set the second series apart from the first: new driving lights, side mirror moved from the wing to the door, larger bullet-shaped tail lights from the Peugeot 204, and stamped steel wheels without hubcaps

The Series II 1.3S (1970-73) shared the same engine as the Series I but with five speed transmission. Very early versions of these Series 2 cars were fitted with Series I bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all-steel bodyshells, no spare wheel hatch, and larger rear lights.

The Sport 1600 (1971-72) was the range topping Sport with 1,584 cc engine from the HF, producing 115 hp and a top speed of 118mph this version was the fastest production Fulvia ever produced. The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. Some of these new fixtures—like the black grille and door handles—found their way on late 1.3 S examples.

Diolch am 98,863,165 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 98,863,165 amazing views, every one is greatly appreciated.

Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-242

MG YB (1952-53) Engine 1250 cc S4 OHV Production 1201

Chassis Number YB0480

Registration Number UMG 662 (Middlesex)

MG SET

www.flickr.com/photos/45676495@N05/sets/72157623797586658...

Developed pre-war and designed by Gerald Palmer, the new MG small Y Type Saloon was based on Morris Eight Series E four-door bodyshell in pressed steel, with added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp.

The new MG YA was launched in 1947

.

The MG YB launched in 1952 strongly resembling the YA. The "YB" had a completely new Lockheed twin leading shoe braking system, 15 inch wheels and a much more modern hypoid type of back axle. Road holding was also improved by the introduction of smaller 15-inch wheels and the use of an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, Little else was changed about the car, which soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954.

UMG 662

Well known for bestowing the new cars they supplied with `MG' number plates, University Motors of London sold chassis YB0480 to none other than Gregor Grant, the founder and editor of Autosport Magazine. Road registered as `UMG 662' on 26th May 1952, the YB was bought with competition in mind and thus featured a rev counter and twin carburettors. Used as a press car on the 1953 Monte Carlo Rally, it returned as a competitor the following year and successfully completed the event only to be disqualified for not stopping at the last check point. A veteran of numerous other rallies including the Scottish, the MG also went circuit racing; a particular highlight being George Phillips' drive to 3rd-in-class during the Daily Express Touring Car Race at Silverstone on 9th May 1953.

The car was more recently purchased by Gregor Grant with a view to tackling the Monte Carlo Historic Rally though unfortunately regs, considered the term historic to mean from 1956 on. So instead hes been primed for the Monte Carlo Classic rally which the ACM are organising which involves a rally more in the style of the ralllies of the cars period. However a John o Groats strt in January is pretty daunting covering as it does around 2000 miles in 4 days

Diolch am olygfa anhygoel, 63,779,002 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 63,770,002 views

Danke für 63,779,002 Aufrufe, sehr eschätzt

Merci pour 63,779,002 vues, très apprécié

Bedankt voor de 63,779,002 views, zeer gewaardeerd

Gracias por 63,779,002 visitas, muy apreciado.

Grazie per 63,779,002 visualizzazioni, molto apprezzato

63,779,002 ビューありがとうございます、ありがとうございました

Shot 01.01.2018 at Brooklands, Weybridge, Surrey Ref 132-193

Having covered trains in the east of the city on the first day, we turned our attention west on the second day and took a ride out from Paris Montparnasse to complete a circuit up to Mantes-la-Jolie. Whilst changing trains at Versialles Chantiers I was very pleased to see SNCF Z 5300 no.359 and 349 roll in on a stopping service to Paris Montparnasse. These ageing EMU's resemble New York Subway cars due to their aluminium bodyshells and are gradually being replaced by refurbished BB7600's for Transilien.

Volkswagen Golf GT Driver Mk.2 (1983-92) Engine 1595cc S4 8v 74bhp Production 6,000,000 (all Golf Mk.2's)

Registration Number D 437 CFP (Leicester)

VOLKSWAGEN SET

www.flickr.com/photos/45676495@N05/sets/72157623738785355...

The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style. During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.

Diolch am 74,960,470 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 74,960,470 amazing views, every one is greatly appreciated.

Shot 07.07.2019 at Cars in the Park, Beacon Park, Lichfield 143-149

Image © Paul Leader - All Rights Reserved.

Taken at 2017 Bargo Public School Show & Shine Car Show.

Missing some badges.

Some vehicle info:

"From the 1950s through 1970s, GM of Canada offered a unique hierarchy of full-size Pontiac series different from the American Catalina, Star Chief, Executive and Bonneville lines. In Canada, Pontiac was marketed as a low priced car, rather than a medium price make as in the U.S. Closely paralleling Chevrolet's Biscayne, Bel Air and Impala series, by 1959 the Canadian models were named Strato Chief, Laurentian and Pontiac Parisienne. When Chevrolet introduced the "Super Sport" as a distinct model line in 1962, GM of Canada soon made available a similarly equipped Pontiac "Custom Sport" (rebadged Pontiac "2+2" in 1967 to mirror a name used by Pontiac in the US for a sporty model based on its Catalina series). And when Chevrolet rolled out its topline Caprice model in mid-1965 to compete with Ford's newly introduced upscale Ford LTD, GM of Canada introduced the "Grande Parisienne" trim series for the 1966 model year.

Like all Canadian Pontiacs built from 1955 to 1970, Laurentians used full-size Chevrolet chassis, drive trains, and other parts, but using a body shell similar in style to, but not interechangeable with, the U.S. Catalina. For example, a 1964 Pontiac Laurentian looks like a Catalina, but has more in common with the Chevrolet Bel Air. Through at least 1967, however, the Laurentian wore the three "stars" normally associated with the Pontiac Star Chief/Executive series, even though other exterior trim pieces were similar to the Catalina.

The Laurentian was available in all the body styles used for the Chevrolet Bel Air, including hardtop coupes and sedans, through the 1962 model run. After 1963, hardtops were offered only in the Parisienne and Grande Parisienne series, which paralleled the Chevrolet Impala and Caprice respectively. However, two-door hardtops returned to the Strato-Chief and Laurentian series in 1969 because Pontiac discontinued its Catalina 2-door sedan in the U.S. after the 1968 model run.

The Canadian model line nameplates were never sold in the U. S. They were built for the Canadian market and for export from Canada as disassembled "crate" or "kit" cars. The one exception came when the Parisienne became an American Pontiac offering beginning in mid-1983 through 1986, although by this time the U.S. and Canadian offerings were identical. As the only remaining full-size Pontiac model available at the time, the Canadian Parisienne had been coveted by US dealerships as a flagship model to fill that market segment and compete with the Caprice offered by Chevrolet dealers. The existing name was deemed suitable for the purpose and production was simply extended to cover both countries.

A number were assembled from CKD kits by GM Holden in Australia and more - SKD assembly this time - in neighbouring New Zealand. As well, these kits were assembled at GM plants in the Netherlands and South Africa. Canadian Pontiacs were used in part because, as a fellow Commonwealth country, there were advantages with import duties. But largely due first to the economies of part sourcing two separate GM lines from the same parts bin. Second, with higher gasoline prices and lower discretionary spending than in the US, Canadian Pontiacs like Chevrolets were more affordable, hence more marketable overseas. Thirdly, without the bulk and weight of American Pontiacs, their Canadian counterparts were better adapted where space can be limited, as in Europe and in a British RHD environment where an overly large full-size car suffers considerable disadvantages.

These RHD cars had the same dashboards whether Chevrolet (Impalas and Bel Airs also made it to Australia; NZ took just Impalas) or Pontiac and only one dash design per bodyshell run so the 61-64 models had the one dash (a RHD version of the 1961 Pontiac layout) even though it changed annually in Canada and the 65-68s all had a 'transposed' version of the '65 Chevrolet dash. The RHD cars also had antiquated, short, 'clap-hands' wipers that almost met in the middle of the windshield rather than the parallel wipers of the LHD Canadian cars. Local radios, upholstery and two-speed heater/demisters were fitted - some Australian cars had local Frigidaire air conditioning."

Info source:

en.wikipedia.org/wiki/Pontiac_Catalina#Canada_and_Canadia...

Getting my camera as close to the tracks as possible, we see First Great Western Class 150, 150129, as it speeds north with the 2C56 Penzance to Bristol Temple Meads.

The Class 150 and its derivatives are now a major part of Britain's commuter network, and also play an integral role in many of the rural branch lines and railway dependent settlements in connecting them to the rest of the country. Efficient, plucky and flexible, the Class 150's have always been a reliable instrument in the British Rail scene.

The planning of the Class 150 goes back to the early 1980's, where by this point many of the elderly Derby Lightweights and other 'Heritage' DMU's of the 1950's and 60's were in desperate need of replacement. The first consideration was the low cost Pacer units built by British Leyland that made their debut in 1984, but these units proved both unpopular and unreliable. As such, in addition to developing the Pacer, British Rail chose to build a more permanent unit based on the bodyshell of the MkIII carriage that had been used to form HST sets. The intention of the Class 150's was a unit that could provide both short distance commuter services as well as some longer distance trains. Areas of influence would be primarily outside of London, with commuter services connecting the cities of the North and the West Midlands, whilst more regional operations would connect the remote regions of Wales and Scotland to their nearest towns and cities.

By 1984, two prototypes had been built, consisting of three carriages and being fitted with two different engines for testing. 150001 was fitted with a Cummins powerplant with Voith Hydraulic Transmission, whilst 150002 was fitted with a Rolls Royce/Perkins engine and Self-Changing mechanical Transmission. These original units consisted of open plan interiors but no connecting gangways between units. After much testing primarily on the Midland Region around the Derby Test Centre, 150001's powerplant was chosen in favour of the Rolls Royce engine, which proved unreliable.

In competition with BREL was Metro-Cammell, who designed a pair of 3-car prototypes numbered Class 151. Although a very futuristic and space age looking machine, the Class 151's had troublesome gearboxes, resulting in violent gear shifts. Eventually, BREL's Class 150 was chosen for widespread production, and the Class 151's were withdrawn in 1989, languishing in Crewe before being scrapped in 2004 after suffering heavy vandalism. An advanced version of the Class 151 gearbox was however fitted to one of the Class 150 prototypes as a test for better design, this unit being dubbed Class 154. By this point however the gearbox design was outdated, and thus the unit was reverted back to its original specification.

From 1985, the first production Class 150/1's were released onto British Railways, working for the regional commuter sector known as Regional Railways. Their first points of influence were in Manchester and the West Midlands, operating on a wide variety of operations from longer distance services between Manchester, Blackpool, Liverpool, Barrow and Leeds, and in the Midlands from Birmingham to Kidderminster, Wolverhampton, Stratford-on-Avon and Shrewsbury. In total, 50 of these original units were built, distinguished by their lack of front gangway and non-sliding doors for the Driver's Cab.

To compliment this original fleet, a redesigned version of these units known as the Class 150/2 were built from 1986, and included a front-end gangway and all sliding doors. At the same time, the Class 150 bodyshell was used as a template for the Class 450 of Northern Ireland, a set of 9 nearly identical units with differing cab ends, one with a gangway, and one without. These units plied their trade across Northern Ireland until 2013 when they were all withdrawn, one unit preserved, and another in storage.

85 of the Class 150/2's were built, and began life working on almost the entire length and breadth of the network excluding London and the South East. These trains worked in Cornwall and Devon, the Highlands of Scotland, the Welsh Vallies, Trans-Pennine services between Manchester and Leeds, as well as along the East Coast of England from Newcastle to Lincoln and into Anglia. Both 150/1's and 150/2's differ from the original prototype by lack of a third intermediate trailer, although many Class 150/2's have been split to create hybrid 3-car units for extra capacity.

The only other member of the class to be built was the unique Class 180, a departmental track measurement unit fitted with computers and cameras to check the condition of the railway. It was redesignated Class 950 in 2000 following the introduction of the Class 180 Adalante units. This unit is still a common sight working for Network Rail.

Today all members of the fleet remain in service, but their original patterns have changed greatly. Class 150's no longer work in Scotland, but remain in heavy use around Manchester, Leeds, Liverpool, Newcastle and other locations in the North of England with Northern Rail. London Midland, operating around the West Midlands on what was Central Trains' network have sold off many of their units to other operators following the introduction of Class 172 units, although the company retains 3 units for the Bletchley to Bedford service. Formerly, the Class 150's operated for what was Silverlink on the Barking to Gospel Oak line in North London, the only instance these units have been used regularly in the capital, but have since been withdrawn by London Overground in place of Class 172's.

Today, First Great Western and Arriva Trains Wales hold a sizeable fleet to operate trains in and around the South of Wales and England, working from Penzance and Plymouth to Great Malvern, Brighton, Salisbury, and along the Welsh coast to Fishguard, Pembroke and Swansea, with operations being based between Bristol and Cardiff. Arriva does however have a wider influence with its units, operating also to Manchester (on some occasions), Chester, Aberystwyth, Holyhead, and along the north Welsh coast.

Oxford UK.

The faint livery visible on the roof (YOUR SWISS AUCTION HOUSE) reveals this to probably be GBP 298C - a 1965 122 S which was fully rally prepared in 2017 for the Paris to Peking at a cost of over £40,000. It then took part in two South American rallies. It was for sale recently @ £20,000 but did require a bit of a going over. Looks like its receiving more than that here!

Video of the car in action here www.youtube.com/watch?v=iWudW_Puia0&feature=youtu.be

Triumph GT6 Mk.3 (1970-73) Engine 1998 cc S6 OHV Production 13,042

Registration Number CWD 760 J (Warwickshire)

TRIUMPH ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623847263736...

Introduced in 1966 the first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. The new body was a sleek fastback design with an opening rear hatch, In essence a two seater but with a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2 litre, tuned to develop 95 hp (71 kW) with a top speed pf 106mph

The Mk.II GT6 was launched in 1978 using a 104bhp version of the six cylinder engine, with optional overdrive as available on the Mk.1. Now fitted with lower wishbone independant rear suspension. The Mk.2 also got a new facia, better ventilation for both engine bay and cockpit and Rostyle wheels, though wires were a popular option. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform with new regulations ecessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds Performance improved slightly to 107 mph

The third generation of 1970 was the GT6s last major facelift the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end,and the deletion of the chrome stripes on top of the wings . Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper "swing-spring" layout fitted to the Spitfire Mk IV. Engine output was simular to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph

Diolch yn fawr am 65,531,840 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 65,531,840 amazing views, enjoy and stay safe

Shot 06.05.2018 at Catton Hall Car Show, Catton Hall, Walton on Trent, Derbyshire Ref 133-600

.

Ooh, what should be parked literally outside my door! :D

One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!

When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!

Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!

In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.

On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.

However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!

But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.

Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.

But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.

However, this was before we got to the biggest problem of them all, America.

Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.

But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.

However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!

So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.

The E-Type may have died a long time ago, but its reputation isn't letting up! :D

Panther Kallista (1982-93) Engine 2792cc V6 OHV

Registration Number D 163 BGM (Reading)

PANTHER SET

www.flickr.com/photos/45676495@N05/sets/72157626070175132...

Designed by Robert Jankel the Panther Kallista was produced by Panther Westwinds from 1982 to 1990 replacing the Panther Lima as the companies volume sales car.

Unlike the Lima which used Vauxhall engine the Kallista used a range of Ford engines from the 1.6ltr S4, to the 2792cc and 2933 Cologne V6. This is powered by a 2.8ltr Cologne V6.

Rear axle and double wishbone front suspension gave well balanced handling. The Kallista used an aluminium body over a purpose-built steel chassis. Performance was good, with a sprint to 60 mph in under 8 seconds

Nicely finished though the cockpit was a little narrow.

The Kallista was produced from 1982 to 1990 until SsangYong Motor Company released a badge engineered version in 1992 called the SsangYong Kallista, with major changes underneath. The aluminium bodyshells were made in South Korea and shipped to the UK in the cargo containers which were proprietor Kim's main business. only 77 were produced

Diolch am 84,824,598 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 84,824,598 amazing views, every one is greatly appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 149-356

25236 passes Kempston Road, Bedford with an engineers train formed of seven 16 ton mineral wagons, two “Shark” ballast brake vans and a standard brake van with engineers yellow/black stripes, 7th September 1977.

Locomotive History

25236 was originally D7586, was built at Darlington works and entered traffic in early 1964, allocated to Toton. After the completion of the ten class 25 locomotives transferred from Derby works (D5223 - D5232) Darlington works set about its final order for twenty class 25's locomotives. These twenty locomotives (D7578 - D7597) featured internal changes from the previous order and would be later designated class 25/2, they were all fitted with a Stone Vapour L4610 steam heating boiler. Interestingly Darlington works continued to use the obsolete bodyshell design for these locomotives instead of the “cleaned up” version used by Derby works for the class 25/2 and 25/3 sub-classes. During March 1964 D5255 and D7586 were transferred to Trafford Park MPD to be trialled on the limestone workings from Great Rocks/Tunstead - Northwich. D5255 was transferred back to Toton during April, but D7586 remained allocated to Trafford Park. In the summer of 1964 the decision was made to utilise the Sulzer Type 2's on the limestone trains and allocate seven locomotives to Trafford Park. Six locomotives (D5274 – D5279) were virtually brand new and had been allocated to Toton after delivery from the works, the seventh was D7586 already at Trafford Park. D7586 was an odd choice since the locomotive was boiler equipped. It remained on these duties until November 1967 when it transferred to Longsight. This was quickly followed by a spell on the Eastern Region at Leeds Holbeck and Gateshead before heading south to London around 1972 for a ten year spell split between Willesden and Cricklewood. Around 1982 it transferred to Carlisle Kingmoor from were it was withdrawn December 1984. On the 21st February 1985 25236 arrived with 25069, 25221 and 25318 at Swindon works were would languish for almost two years before it was broken up in November 1986.

Collection Adrian Van Lerber

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 15.000 - 20.000

Sold for € 16.100

Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world in 1955 with the launch of the strikingly styled DS. Beneath the newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering. With the DS's introduction, Citroën stole a significant advantage over the competition. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in computer-controlled form into the 21st Century. From 1956, a simplified ID19 version became available lacking the hydraulic power-assists, though these were restored as the ID's specification improved over the years. Exterior trim was reduced and the interior too was toned down, with the instruments' chromed bezels replaced by plastic items. This simplified entry-level model was intended to reassure potential new customers that the car was reliable.

First registered in 1959, this manual-transmission ID19 has 6-volt electrics and the original 'red fluid' hydraulic system. The car has been in the current owner's collection for approximately 10 years. The engine has been overhauled, the bodywork partially restored, and the seats re-upholstered; apart from that the car is mostly original. Finished in red with matching interior, this very honest and original ID19 is offered with sundry invoices, FIVA identity card, 2016 MFK (TüV), and Swiss Registration papers.

W111

Bonhams : the Zoute Sale

Estimated : 375.000 - 425.000

Unsold

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

"If you feel obligated to ask about the price you not only will never understand the car, you have branded yourself incapable of ever appreciating its virtues even if someone gave you one." – Car & Driver on the Mercedes-Benz 280SE 3.5.

The fact that the esteemed American motoring magazine felt compelled to remark on the 280SE's price is understandable when one considers that at $13,500 in 1970 it was not only $3,500 more than that of the equivalent Mercedes-Benz sedan but also more than double that of a Cadillac Deville Coupe!

The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus, the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition. The new V8 engine had particularly smooth-running characteristics and endowed the 280 SEs with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, air conditioning, power windows, and a stereo radio as standard.

Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1959 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much-admired body style, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

One of 1,232 Cabriolets produced, this Mercedes-Benz 280 SE 3.5 has the desirable floor-shift gearbox. This car was delivered new to the Cremer family in Schwarzenfeld, Germany and was first registered on 6th July 1971. The car later changed hands officially but stayed in the family, moving to Dr Gottfried Cremer in 1982 while keeping the same registration, 'NAB-L403'.

Sold to a Mr Seekamp in Bremen in 1987, the Mercedes was purchased in 1999 by a Mr Wolfram Kruse, remaining in Germany. In 2007 the car was re-sprayed in a darker shade of blue and then in 2014 was sold to the current owner who returned it to its original and striking light blue colour scheme.

The accompanying DEKRA inspection/taxation report of 2017 confirms the Cabriolet's excellent condition and makes the following observation: "The car seems to have been restored to a very high standard with a recent professional re-spray in the original colour scheme, seemingly to excellent standard. Paint is hard to fault with a very good finish, paint thickness shows uniform results."

The report found the interior to be "lovely presented, with beautifully patinated seats and new carpets. Original dashboard and revised/restored correct switch gear (in working order). The dark blue soft top is new."

The engine started and ran instantly with no heavy smoke, and the report's overall conclusion was that the Mercedes had been restored to the highest standards, was presented in excellent condition, and was ready to be used.

Chassis n° 1E1944

Coachwork by Lynx

This car started life as number 3 short nose D Type built by LYNX in 1977. The car was then converted by LYNX into a LYNX XKSS in the 80s.

Bonhams : The Autumn Sale 2020

Estimated : € 250.000 - 350.000

Sold for € 184.000

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

"The factory fire in February 1957 extinguished the career of the XK SS, a road-going sports car based on the D-Type. As a result of the hiatus in production, and dislocations of plans for new product lines as important as the 3.4 saloon, the XK SS was abandoned. It was a cruel fate for a car that was a true thoroughbred, made in the image of the Le Mans winner, and one of the classic might-have-beens of motoring history." – Eric Dymock, The Jaguar File.

One of the rarest Jaguars of all, the XK SS was a spin-off from the D-Type racing programme. To satisfy the FIA's sports car regulations, the D-Type had been built in numbers greatly exceeding the demand for such a specialised piece of racing equipment, and conversion to road trim was viewed as the best way of clearing unsold stocks, hence the XK SS. The idea of a road-equipped D-Type is credited to Jaguar works driver Duncan Hamilton, who fitted a windscreen and hood to his ex-factory 1954 Le Mans car ('OKV 1') in 1956.

Modifications to make the D-Type acceptable for road use included installing a seat and door on the passenger side; removing the division between driver and passenger; fitting a full-width wraparound windscreen; and heat-shielding the side-exit exhaust system. A mohair hood and detachable side screens provided weather protection, and, as twin fuel tanks and the spare wheel occupied the boot space, a luggage rack was provided on the tail. The 3.4-litre XK engine remained pretty much to racing specification, producing around 250bhp, which, in a car weighing just 18cwt (914kg), made for electrifying performance. Production commenced during the winter of 1956, but the loss of a number of bodyshells in the fire at the Brown's Lane works in February 1957 severely curtailed the XK SS programme, with the result that only 16 had been made when production ceased in November of that year.

Testing an XK SS in 1957, the esteemed American motoring journal Road & Track recorded figures of 5.2 seconds and 13.6 seconds for the 0-60mph and 0-100mph times respectively, which are none too shabby even by today's standards. With an estimated top speed in excess of 150mph, the XK SS remained the fastest catalogued Jaguar sports car for many years.

Like many other legendary sports cars, the Jaguar XK SS inspired a number of imitations. An acknowledged master in this highly specialised field is the Sussex-based firm of Lynx Engineering, which enjoys an international reputation for accuracy and quality second to none. The car we offer is the third chassis manufactured by Lynx and the first of the exclusive series of only nine such replicas built to Jaguar XK SS specification (see email correspondence on file from Lynx and the company's co-founder Chris Keith-Lucas). Its history is known from new; indeed, this XK SS served as Chris Keith-Lucas's wedding car!

Built in the late 1980s, this XK SS takes its identity from a 1967 Jaguar E-Type, chassis number '1E1944', which was registered in the UK as 'PEH 670F'. Of riveted aluminium sheet, the coachwork conforms to the original method of construction. Unlike the original, however, the Lynx XK SS is powered by a larger, 3.8-litre XK six fitted with triple-Weber induction and a stainless-steel sports exhaust system. (Its original engine was a 4.2-litre XK unit taken from a Series 1½ E-Type.) Finished in British Racing Green, the car also features competition wheels and a nicely patinated black leather interior.

Previously owned by Roland Urban, founder of the French Jaguar Drivers' Club, the XK SS was completely overhauled in the early/mid-2000s and was purchased by the current vendor in 2008. In 2009 the engine was overhauled by Paris-based Cecil Cars, while earlier this year the car received new tyres and the carburetion system was overhauled as part of a general check over (see invoice on file for €4,617 from Prestige Garage in Vence, South of France). Offering breathtaking performance with classic Jaguar style, this beautifully executed XK SS re-creation comes with valid French Carte Grise.