73004 + 73111 are seen dumped on Stewarts Lane TMD on 25th March 1993. Both locos were stored in 1991, 73004, after a brief spell in preservation at the Lavender Line,survived until 2004 its bodyshell finally being disposed of at Kingsbury. 73111 was disposed on site at Stewarts Lane in 1997.

1996 Land Rover Discovery Tdi auto wearing a Volkswagen Beetle bodyshell.

 

Was red.

With a twin-axle trailer carrying a Volkswagen Devon camper.

Previously registered N552 AKR.

W111

 

Zoute Sale - Bonhams

Estimated : € 260.000 - 350.000

Sold for € 270.250

 

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

 

"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 280 SE'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 Coupé!

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 200km/h with 100km/h reachable in 9.6 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 'Flachkühler or 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. The company's last hand built convertible, these last-of-the-line classics are highly sought after by today's discerning Mercedes-Benz collectors.

One of only 1,232 Cabriolets produced, this automatic transmission Mercedes-Benz 280 SE 3.5 features a Becker Mexico radio, air conditioning, and power windows. The car was sold new to the United States and later exported to The Netherlands where it has been maintained in excellent condition. Subsequently, the Mercedes was sold to a Belgian car collector from Antwerp. We are advised by the current private vendor that there are no leaks and that the exhaust was replaced recently. The car drives very well and recently participated in several rallies, including one in Tuscany, Italy. One need hardly mention that it has proven very reliable. Offered with an illustrated valuation report from 2021, the car is matching numbers and its very striking colour combination is original.

Ford Escort (5th Gen) RS2000 (1990-97) Engine 1998cc S4 DOHC EFi

Registration Number J 751 PAD (Glocestershire))

FORD EUROPE

 

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

 

The Escort MarkV (and Mark III Orion saloon) arrived in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension (instead of the Mark III's fully independent layout). This model however was poorly received by the motoring press, and was panned by journalists for its mediocre driving dynamics and unremarkable styling. n early 1992, an all new Zetec 16-valve engine was launched bringing improved driveability, while also marking the return of the XR3i which was available with two versions of the 1.8 L Zetec

 

Stung by the criticism of the original Mark V, which had remained popular with the motoring public Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort convertible and hatchback's case, a new rear end. A new 1.6 L 16-valve 90 bhp (66 kW) Zetec engine was introduced, replacing the previous CVH. Fuel injection was now standard on all petrol models, and Ford introduced a four-wheel-drive variant of the RS2000,

 

Thankyou for a massive 54,754,413 views

 

Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-148

Chassis n° WPOZZZ93ZKS010076

 

Estimated : CHF 210.000 - 250.000

Sold for CHF 224.250 - € 204.290

 

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

 

'The new engine turned out to have enormous marketing power. It became a real status symbol to have that little word 'turbo' on your rear deck, and this fashion spread right across the motor industry.' - Peter Morgan, 'Original Porsche 911'.

 

A 'modern classic' if ever there was one, Porsche's long-running 911 sports car first appeared at the 1963 Frankfurt 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.

 

Much of the Porsche 911's development had resulted from the factory's racing programme, and it was the then Group 4 homologation rules, which required 400 road cars to be built, which spurred the development of 'Project 930': the legendary 911 Turbo. In production from April 1975, the Type 930 Turbo married a KKK turbocharger to the 3.0-litre RSR engine, in road trim a combination that delivered 260bhp for a top speed of 250km/h. But the Turbo wasn't just about top speed, it was also the best-equipped 911 and amazingly flexible - hence only four speeds in the gearbox - being capable of racing from a standstill to 162km/h in 14 seconds.

 

The Turbo's characteristic flared wheel arches and 'tea tray' rear spoiler had already been seen on the Carrera model while the interior was the most luxurious yet seen in a 911, featuring leather upholstery, air conditioning and electric windows. The Turbo's engine was enlarged to 3.3 litres for 1978, gaining an inter-cooler in the process; power increased to 300bhp and the top speed of what was the fastest-accelerating road car of its day went up to 257km/h. Originally sold only as a closed coupé, the Turbo became available for the first time in both Targa and cabriolet forms in 1988.

 

More refined than hitherto yet retaining its high-performance edge, the Turbo sold in the thousands, becoming the definitive sports car of its age. When Porsche revealed that the original 911 would be replaced by the new Type 964 in 1990, dealer stocks of the existing Turbo model sold out overnight. Production of the Type 930 ceased in September 1989, and there would not be another 911 Turbo until the Type 964 version was launched in September 1990.

 

One of only three European-specification examples delivered new to the Gulf States, chassis number '10076' was completed on 8th December 1988 and is an early Turbo Targa example for model year 1989, a very rare model equipped with the desirable five-speed G50 gearbox, newly introduced on the Type 930 for 1989. That this car should be delivered new to the Middle East is not surprising given its exotic specification - a Turbo with the Targa body - and high price (the equivalent of €65,000, so very expensive at the time).

 

The Porsche was delivered in May 1989 to its first owner by Porsche Ali & sons Motor in Abudabi, a little under 6 months after its completion date, and was originally finished in black with a 'weinrot' (wine red) leather interior, a restrained yet stylish choice. Several options were specified, including a heavy-duty battery; Auto Lock differential (an option much sought after by Porsche purists); short shift; and a Blaupunkt Toronto radio.

 

The car has been serviced regularly at Porsche Ali & sons from new until 1997 and at Behbehani Centre until 2008, by which time it had covered some 107,000 kilometres. In 2008 the car moved to France where it has been restored to original specifications and since then has been driven only occasionally. More recently this desirable 930 Turbo Targa has benefited from cosmetic and mechanical works (invoices on file). Since 2017 even more money was spent, including work to ignition, cold start controller, fuel pump, electricity, ... totalling over €25.000 (invoices on file).

 

Accompanying documentation consists of a French Carte Grise; stamped service booklet; a lot of invoices for work carried out; Porsche Certificate of Authenticity confirming factory specifications, options and matching colours/numbers; and books/manuals in their original pouch.

 

Displaying a little over 111,000 kilometres on the odometer, this ultra-rare 930 Turbo Targa 5-speed G50 is an exciting opportunity not to be missed by any serious Porsche collector or enthusiast.

This very special runabout with its wooden bodyshell covered in sheet steel and room for just the driver and one passeger in fronto of him was built between 1911 and 1914 by the small firm of Bourbeau and Devaux. It has a two-speed gearbox and bilateral chain drive, but no clutch nor reverse gear. To get out of mesh, you have to shift the rear axle forward with a lever so that the slackened chains could pass from one pulley to another and so change the gear ratio.

 

1.056 cc

V2

9 hp @ 2.400 rpm

Vmax : 60 km/h

210 kg

 

Museo dell'Automobile

Corso Unità d'Italia 40

Torino - Turin

Italia - Italy

January 2019

Sunbeam Stilleto (1967-76) Engine 875 cc S4 OC

Registration Number MNR 535 F (1967)

Sunbeam Set

www.flickr.com/photos/45676495@N05/sets/72157623847032276...

 

The Hillman Imp was officially announced on 2 May 1963 when HRH Duke of Edinburgh was invited to open the factory in Linwood. The water-cooled four cylinder power unit was based on the Coventry Climax FWMA fire pump engine featuring an all-aluminium alloy over-head cam, combined with a full-syncromesh aluminium transaxle.The Mark I was introduced as a 2-door saloon and appeared in two models; the Basic and De Luxe. In October 1964, a luxury edition was introduced known as the Singer Chamois. The Imp gradually incresed in popularity, but by 1964 sales showed a sharp downturn due to reliability problems mainly due to its engine overheating causing damage to the head,

 

In 1965 a Mark II version was introduced with significant changes both mechanically and cosmetically. The Mk I Imps had a pneumatic throttle linkage and an automatic choke, both of which were replaced by more conventional items on the Mk II, also an added water pump, cylinder head with larger ports and valves.

 

The range was expanded and in 1967 a Coupe version was introduced, 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. the first Coupe to be introduced was this sporty Sunbeam Stillet, sharing the tuned 51 bhp twin carb engine, high-lift camshaft, bigger radiator, oil cooler, servo brakes, extra instruments, of the Sunbeam Imp Sports, plus from the outset quad headlamps which were not included with the Saloon until the following year. The coupe body had also appeared, with less powerful engines, in the Hillman Imp Californian announced in January 1967 and the more upmarket Singer Chamois coupe

 

Many thanks for a fantabulous

48,705,852 views

 

Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-511

   

92040 & 92045 in the yard at Brush, Loughborough. Both loco's were owned by European Passenger Services but were stored in April 2001 - and haven't turned a wheel since!

 

The loco's were eventually bought by Europorte and were moved to Brush as a source of (expensive) spares for the GBRf 92 fleet. With Brush due to close later in 2021, the future for these bodyshells is far from secure and a trip to the scrapyard probably beckons.

W111

 

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 60.000 - 70.000

 

Parijs - Paris

Frankrijk - France

February 2018

 

- Delivered new to France

- Automatic transmission

- Valid technical inspection

- Registered in the Netherlands

 

Introduced in 1965, Mercedes-Benz's new S-Class range was outwardly distinguishable from preceding models by a sleeker bodyshell with lower roof and waistlines, and increased glass area. All models featured similar all-independent suspension, as well as four-wheel disc brakes and power-assisted steering. The coupé and cabriolet, though, kept the timelessly elegant coachwork first seen back in 1960; longer than their predecessors, these elegant cars featured a wider radiator shell, wraparound windscreen, enlarged rear window, and vertically positioned twin headlamps, all of which were carried over to their 250 SE equivalents. As befitted top-of-the-range luxury models, the duo came equipped with air conditioning, electric windows, and stereo radio as standard.

 

The 250 SE employed a fuel-injected version of Mercedes-Benz's new, overhead-camshaft, seven-bearing 'six' displacing 2.496 cc and developing 150 bhp at 5.600 rpm. There was a choice of four-speed manual or automatic transmissions, while the rear suspension featured Mercedes-Benz's hydro-pneumatic compensating spring. Thus equipped, the 250 SE was good for 193 km/h, with 96 km/h reachable in 12 seconds, a substantial improvement on the superseded 220 SE's figures. Today all examples of these classic coupés and cabriolets are highly sought after.

 

The 250 SE coupé offered here was delivered new to France and comes with its original books and tools. Finished in brown metallic with Cognac leather interior, the car is described by the vendor as in generally good/excellent condition, and is offered with maintenance records, Netherlands registration papers, and valid technical inspection.

Coachwork by Henri Chapron

 

Bonhams : the Zoute Sale

Sold for € 218.500

 

Zoute Grand Prix 2017

Knokke - Zoute

België - Belgium

October 2017

 

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch, and steering. 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 top-of-the-range models until earlier this year. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox.

 

Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. (Chapron's first convertibles had been produced independently of Citroën, but the factory eventually gave the project its blessing). Henri Chapron started his career in the motor industry as an upholsterer's apprentice, working for various coachbuilders in the Paris area. In 1919 he started his own business in the well-to-do Parisian suburb of Neuilly-sur-Seine where his main activity was re-bodying cars that had been requisitioned in wartime by the French Government. Chapron moved to larger premises in Levallois-Perret in 1923 and became the official builder of coach and convertible models for Delage and Delahaye, going on to body many of the most elegant French and European automobiles of the inter-war period.

 

Despite a much-reduced demand for bespoke coachwork after WW2, Chapron survived thanks to his exemplary creations for Delahaye, Talbot and Salmson, switching to offering bespoke versions of unitary construction models when motor manufacturers began to abandon the traditional separate chassis frame. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car.

 

Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.

 

According to the Henri Chapron Attestation on file, this car was built by Citroën in November 1966 and sent to the Charon Factory in Levallois Perret on the 24th of that month. Production number '9088', this car was built in the Chapron workshops as were all the convertibles marketed by Citroën at this time. It was completed on 28th February 1967 and returned to Citroën to be sold by one of the company's concessionaires. Citroën had introduced the superior green Light Hydraulic Mineral (LHM) fluid on all hydro-pneumatically suspended models in September 1966, making this car one of the first to benefit from this advance. Having the pre-facelift nose and the green LHM system makes this car particularly rare; indeed we are advised that only 42 DS21 Décapotable models were completed to this specification.

 

On 27th March 1967 the DS was sold new via the Citroën dealer in Nice to its first owner, Mr Jean Thore of Eze in the South of France. Mr Thore and Mme Dominique Thore enjoyed the car for 34 years. They always kept it at Eze and covered approximately 90,000 kilometres during their ownership.

 

In 2001, Australian Mr John Plooy was looking for a 'green fluid' DS21 Cabriolet and chanced upon this car. He wanted to keep the Citroën in the Netherlands and use it for annual trips to Italy. When the car arrived in Holland, Mr Plooy immediately sent it to marque specialist Bart Kocken; it turned out to be in excellent original condition, with no rust or evidence of past accident damage. Mr Plooy commissioned a mechanical overhaul of anything that required it, and had the car repainted and a new convertible top fitted.

 

This Décapotable retains its original chassis, body panels, interior, Jaeger dashboard, carpets and FM radio, and is in excellent original condition overall, something seldom encountered with these cars. Mr Plooy drove the DS only some 10,000 kilometres over the years, and in 2017 decided to sell it, having reached the age of 80 years. Offered with its original tools, jack, Chapron paperwork, etc, this rare and ultra-desirable soft-top DS is ready for the next owner to use and enjoy.

The Volkswagen Beetle (officially the Volkswagen Type 1, informally in Germany the Volkswagen Käfer, in Poland the Volkswagen Garbus and in the U.S. the Volkswagen Bug) is a two-door, four passenger, rear-engine economy car manufactured and marketed by German automaker Volkswagen (VW) from 1938 until 2003.

 

The need for this kind of car, and its functional objectives, was formulated by the leader of Nazi Germany, Adolf Hitler, who wanted a cheap, simple car to be mass-produced for his country's new road network. Hitler contracted Ferdinand Porsche in 1934 to design and build it. Porsche and his team took until 1938 to finalise the design. The influence on Porsche's design of other contemporary cars, such as the Tatra V570 and the work of Josef Ganz remains a subject of dispute. The result was one of the first rear-engined cars since the Brass Era. With 21,529,464 produced, the Beetle is the longest-running and most-manufactured car of a single platform ever made.

 

Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 on (mass production had been put on hold during the Second World War) when the model was internally designated the Volkswagen Type 1, and marketed simply as the Volkswagen (or "People's Car"). Later models were designated Volkswagen 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement, the latter two derived from the type number. The model became widely known in its home country as the Käfer (German for "beetle") and was later marketed as such in Germany, and as the Volkswagen in other countries. For example, in France it was known as the Coccinelle (French for ladybug).

 

The original 25 hp Beetle was designed for a top speed around 100 km/h, which would be a viable speed on the Reichsautobahn system. As Autobahn speeds increased in the postwar years, its output was boosted to 36, then 40 hp, the configuration that lasted through 1966 and became the "classic" Volkswagen motor. The Beetle ultimately gave rise to variants, including the Karmann Ghia, Type 2 and external coachbuilders. The Beetle marked a significant trend, led by Volkswagen, Fiat, and Renault, whereby the rear-engine, rear-wheel drive layout increased from 2.6 percent of continental Western Europe's car production in 1946 to 26.6 percent in 1956. The 1948 Citroën 2CV and other European models marked a later trend to front-wheel drive in the European small car market, a trend that would come to dominate that market. In 1974, Volkswagen's own front-wheel drive Golf model succeeded the Beetle. In 1994, Volkswagen unveiled the Concept One, a "retro"-themed concept car with a resemblance to the original Beetle, and in 1998 introduced the "New Beetle", built on the contemporary Golf platform with styling recalling the original Type 1. It remained in production through 2010, being succeeded in 2011 by the more aggressively styled Beetle (A5).

 

In the 1999 Car of the Century competition, to determine the world's most influential car in the 20th century, the Type 1 came fourth, after the Ford Model T, the Mini, and the Citroën DS.

 

HISTORY

THE PEOPLES CAR

In April 1934, Adolf Hitler gave the order to Ferdinand Porsche to develop a Volkswagen (literally, "people's car" in German, pronounced [ˈfɔlksvaːɡən]). The epithet Volks- literally, "people's-" had been applied to other Nazi-sponsored consumer goods such as the Volksempfänger ("people's radio").

 

In May 1934, at a meeting at Berlin’s Kaiserhof Hotel, Chancellor Hitler insisted on a basic vehicle that could transport two adults and three children at 100 km/h while not using more than 7 litres of fuel per 100 km (32 mpg US/39 mpg UK). The engine had to be powerful for sustained cruising on Germany’s new Autobahnen. Everything had to be designed to ensure parts could be quickly and inexpensively exchanged. The engine had to be air-cooled because, as Hitler explained, not every country doctor had his own garage (ethylene glycol antifreeze was only just beginning to be used in high-performance liquid-cooled aircraft engines. In general, radiators filled with water would freeze unless the vehicle was kept in a heated building overnight or drained and refilled each morning).

 

The "People's Car" would be available to citizens of Nazi Germany through a savings scheme, or Sparkarte (savings booklet), at 990 Reichsmark, about the price of a small motorcycle. (The average weekly income was then around 32RM.)

 

DEVELOPMENT

Ferdinand Porsche developed the Type 12, or "Auto für Jedermann" (car for everybody) for Zündapp in 1931. Porsche already preferred the flat-four engine, and selected a swing axle rear suspension (invented by Edmund Rumpler), while Zündapp insisted on a water-cooled five-cylinder radial engine. In 1932, three prototypes were running. All of those cars were lost during World War II, the last in a bombing raid in Stuttgart in 1945.

 

The Zündapp prototypes were followed by the Porsche Type 32, designed in 1933 for NSU Motorenwerke AG, another motorcycle company. The Type 32 was similar in design to the Type 12, but it had a flat-four engine. NSU's exit from car manufacturing resulted in the Type 32 being abandoned at the prototype stage.

 

Initially designated Type 60 by Porsche, the design team included Erwin Komenda and Karl Rabe. In October 1935, the first two Type 60 prototypes, known as the V1 and V2 (V for Versuchswagen, or "test car"), were ready. In 1936, testing began of three further V3 prototypes, built in Porsche's Stuttgart shop. A batch of thirty W30 development models, produced for Porsche by Daimler-Benz, underwent 2,900,000 km of further testing in 1937. All cars had the distinctive round shape and the air-cooled, rear-mounted engine. Included in this batch was a rollback soft top called the Cabrio Limousine. A further batch of 44 VW38 pre-production cars produced in 1938 introduced split rear windows; both the split window and the dash were retained on production Type 1s until 1953. The VW38 cars were followed by another batch of 50 VW39 cars, completed in July 1939.

 

The car was designed to be as simple as possible mechanically. The air-cooled 25 hp (19 kW) 995 cc motors' built-in oil cooler and flat-four engine configuration's superior performance was also effective for the German Afrika Korps in Africa's desert heat. The suspension design used compact torsion bars instead of coil or leaf springs. The Beetle is nearly airtight and will briefly float.

 

THE FACTORY

On 26 May 1938, Hitler laid the cornerstone for the Volkswagen factory in Fallersleben. He gave a speech, in which he named the car Kraft-durch-Freude-Wagen ("Strength Through Joy Car", usually abbreviated to KdF-Wagen). The name refers to Kraft durch Freude ('Strength Through Joy'), the official leisure organization of Nazi Germany. The model village of Stadt des KdF-Wagens was created near Fallersleben in Lower Saxony in 1938 for the benefit of the workers at the newly built factory.

 

The factory had only produced a handful of cars by the start of the war in 1939; the first volume-produced versions of the car's chassis were military vehicles, the Type 82 Kübelwagen (approximately 52,000 built) and the amphibious Type 166 Schwimmwagen (about 14,000 built).

 

The first Beetles were produced on a small scale in 1941.

 

WARTIME PRODUCTION

A handful of KdF-Wagen (Typ 60) were produced primarily for the Nazi elite from 1941 to 1944, but production figures were small because the factories were concentrating on production of the Kübelwagen (Typ 82), the beetle for the Wehrmacht (Typ 82 E), the Schwimmwagen (Typ 166), and a handful of other variants. The factory produced another wartime vehicle: the Kommandeurswagen (Typ 87); a Beetle body mounted on a 4WD Schwimmwagen chassis. The Kommandeurswagen had widened fenders to accommodate its Kronprinz all-terrain tires. 564 Kommandeurswagen were produced up to 1944, when all production was halted because of heavy damage to the factory by Allied air raids. Much of the essential equipment had already been moved to underground bunkers for protection, which let production resume quickly after hostilities ended. Due to gasoline shortages late in the war, a few "Holzbrenner" Beetles were built powered by pyrolysis gas producers located under the front hood.

 

POST-WAR PRODUCTION AND BOOM

In occupied Germany, the Allies followed the Morgenthau plan to remove all German war potential by complete or partial pastoralization. As part of this, in the Industrial plans for Germany, the rules for which industry Germany was to be allowed to retain were set out. German car production was set at a maximum of 10% of the 1936 car production numbers.

 

Mass production of civilian VW cars did not start until post-war occupation. The Volkswagen factory was handed over by the Americans to British control in 1945; it was to be dismantled and shipped to Britain. Thankfully for Volkswagen, no British car manufacturer was interested in the factory; an official report included the phrases "the vehicle does not meet the fundamental technical requirement of a motor-car ... it is quite unattractive to the average buyer ... To build the car commercially would be a completely uneconomic enterprise." The factory survived by producing cars for the British Army instead. Allied dismantling policy changed in late 1946 to mid-1947, although heavy industry continued to be dismantled until 1951. In March 1947, Herbert Hoover helped change policy by stating

 

There is the illusion that the New Germany left after the annexations can be reduced to a "pastoral state". It cannot be done unless we exterminate or move 25,000,000 people out of it.

 

The re-opening of the factory is largely accredited to British Army officer Major Ivan Hirst. Hirst was ordered to take control of the heavily bombed factory, which the Americans had captured. His first task was to remove an unexploded bomb that had fallen through the roof and lodged itself between some pieces of irreplaceable production equipment; if the bomb had exploded, the Beetle's fate would have been sealed. Knowing Germany needed jobs and the British Army needed vehicles. Hirst persuaded the British military to order 20,000 cars, and by March 1946 the factory was producing 1,000 cars a month (in Army khaki, under the name Volkswagen Type 1), which Hirst said "was the limit set by the availability of materials". During this period, the car reverted to its original name of Volkswagen and the town was renamed Wolfsburg. The first 1,785 Type 1s were made in 1945.

After World War II, it was officially designated the Volkswagen Type 1, but was more commonly known as the Beetle.Following the British Army-led restart of production and Hirst's establishment of sales network and exports to Netherlands, former Opel manager (and formerly a detractor of the Volkswagen) Heinz Nordhoff was appointed director of the Volkswagen factory in 1949. Under Nordhoff, production increased dramatically over the following decade, with the one-millionth car coming off the assembly line by 1955. During this post-war period, the Beetle had superior performance in its category with a top speed of 115 km/h and 0–100 km/h in 27.5 seconds with fuel consumption of 6.7 l/100 km (36 mpg) for the standard 25 kW (34 hp) engine. This was far superior to the Citroën 2CV, which was aimed at a low speed/poor road rural peasant market, and Morris Minor, designed for a market with no motorways / freeways; it was even competitive with more advanced small city cars like the Austin Mini.

 

In Small Wonder, Walter Henry Nelson wrote:

"The engine fires up immediately without a choke. It has tolerable road-handling and is economical to maintain. Although a small car, the engine has great elasticity and gave the feeling of better output than its small nominal size."

 

There were other, less-numerous models, as well. The Hebmüller cabriolet (officially Type 14A), a sporty two-seater, was built between 1949 and 1953; it numbered 696. The Type 18A, a fixed-top cabriolet, was produced by Austro-Tatra as a police and fire unit; 203 were assembled between January 1950 and March 1953.

 

The chassis became a technological and parts donor to Volkswagen Type 2 (also known as Bulli) and external coachbuilders like Rometsch, Dannenhauer & Stauss, Wilhelm Karmann, Enzmann, Beutler, Ghia-Aigle, Hebmüller & Söhne, Drews, Wendler.

 

On 17 February 1972, when Beetle No. 15,007,034 was produced, Beetle production surpassed that of the previous record holder, the Ford Model T. By 1973, total production was over 16 million, and by 23 June 1992, over 21 million had been produced.

 

DECLINE

Though extremely successful in the 1960s, the Beetle was increasingly faced with stiff competition from more modern designs globally. The Japanese had refined rear-wheel-drive, water-cooled, front-engine small cars including the Datsun 510 and Toyota Corona, whose sales in the North American market grew rapidly at the expense of Volkswagen in the late 1960s. Honda introduced the N600, based on the space-efficient transverse-engine, front-wheel-drive layout of the original Austin Mini, to the North American market in late 1969, and upgraded the model to the Honda Civic in 1972. The Japanese "big three" would soon dominate compact auto sales in North America. In 1971 Ford introduced its Pinto, which had some market impact as a low cost alternative. As the 1960s came to a close, Volkswagen faced increasingly stiff competition from European cars as well. The Beetle was faced with competition from new designs like the Fiat 127 and Renault 5, and more robust designs based on the Austin Mini layout such as the Superminis. German competitors, Ford and Opel also enjoyed strong sales of modern smaller cars like the Ford Escort and Opel Kadett. Volkswagen's attempts to boost the power of their air-cooled motor to meet the demands of higher highway speeds in the late 1960s, then comply with new pollution control regulations, caused problems for reliability and fuel efficiency that impaired the reputation of the aging design. Safety issues with the Beetle came under increasing scrutiny, culminating in the 1972 release of a rather scathing report. During the early 1970s, sales of the Beetle in Europe and North America plummeted.

 

There were other models introduced to supplement the Beetle in the VW product line throughout the 1960s; the Type 3, Type 4, and the NSU-based and larger K70. None of these models, aimed at more upscale markets, achieved the level of success as the Beetle. The over-reliance on a single model, now in decline, meant that Volkswagen was in financial crisis by 1974. It needed German government funding to produce the Beetle's replacement.

 

Production lines at Wolfsburg switched to the new water-cooled, front-engined, front-wheel drive Golf designed by Giorgetto Giugiaro in 1974, sold in North America at the time as the "Rabbit". The Golf would eventually become Volkswagen's most successful model since the Beetle. The Golf would be periodically redesigned over its lifetime, entering its seventh generation in 2012, with only a few components carried over between generations, while the Beetle had only minor refinements of its original design.

 

The Golf did not kill Beetle production, nor did the smaller Polo which was launched a year later. Production of the Beetle continued in smaller numbers at other German factories until 19 January 1978, when mainstream production shifted to Brazil and Mexico: markets where low operating cost was an important factor. However, this shift in production did not completely end sales of the Beetle in Europe, although after this date sales of the Beetle in Europe were very low. Beetle sedans were produced for U.S. markets until July 1977 and for European markets until 1985, with private companies continuing to import cars produced in Mexico after 1985. The Beetle convertible/Cabriolet ended production (as 1979 models) as of January 31, 1980.

 

The last Beetle was produced in Puebla, Mexico, in July 2003. The final batch of 3,000 Beetles were sold as 2004 models and badged as the Última Edición, with whitewall tires, a host of previously discontinued chrome trim, and the choice of two special paint colors taken from the New Beetle. Production in Brazil ended in 1986, then started again in 1993 and continued until 1996.

 

The Beetle outlasted most other cars which had adopted the rear air-cooled engine layout such as those by Subaru, Fiat, and General Motors. Porsche's 356 series which originally used some Volkswagen sourced parts, continued to use the classic rear engine layout (which later became water-cooled) in the Porsche 911 996 series, which remains competitive in the second decade of the 21st century.

 

WORLDWIDE END OF PRODUCTION

By 2002, over 21 million Type 1s had been produced, but by 2003, annual production had dropped to 30,000 from a peak of 1.3 million in 1971. VW announced the end of production in June 2003, citing decreasing demand, and the final original Type 1 VW Beetle (No. 21,529,464) rolled off the production line at Puebla, Mexico, on 30 July 2003 65 years after its original launch. This last Beetle, nicknamed El Rey (Spanish for "The King" after a legendary Mexican song by José Alfredo Jiménez) was delivered to the company's museum in Wolfsburg, Germany.

 

To celebrate the occasion, Volkswagen marketed a final special series of 3,000 Beetles marketed as "Última Edición" (Final Edition) in light blue (Aquarius Blue) or beige (Harvest Moon Beige). Each car included the 1.6 engine, whitewall tires, a CD player with four speakers, chrome bumpers, trim, hub caps and exterior mirrors, a Wolfsburg emblem above the front trunk's handle, chrome glove box badge, body coloured wheels, tinted glass, a rear parcel shelf, and VW Última Edición plaque.

 

A mariachi band serenaded production of the last car. In Mexico, there was an advertising campaign as a goodbye for the Beetle. In one of the ads was a very small parking space on the street, and many big cars tried to use it, but could not. After a while, a sign appears in that parking space saying: "Es increíble que un auto tan pequeño deje un vacío tan grande" (It is incredible that a car so small can leave such a large void). Another depicted the rear end of a 1954 Beetle (the year Volkswagen was established in Mexico) in the left side of the ad, reading "Erase una vez..." (Once upon a time...) and the last 2003 Beetle in the right side, reading "Fin" (The end). There were other ads with the same nostalgic tone.

 

- Engine: Fuel-injected (Bosch Digifant) four-cylinder horizontally opposed, 1,584 cc, 50 hp (37 kW), 98.1 N·m (72.4 lb·ft) @ 2,200 rpm, three-way catalytic converter

- Rated fuel mileage: 32.5 mpg-US (7.2 L/100 km; 39.0 mpg-imp)

- Max cruising speed: 130 km/h

- Brakes: front disc, rear drum

- Passengers: Five

- Tank: 40 L (11 US gal; 9 imp gal)

- Colours: Aquarius blue, Harvest Moon beige.

 

PROTOTYPES

DIESEL

In 1951, Volkswagen prototyped a 1.3 L diesel engine. Volkswagen made only two of these air-cooled boxer diesel engines (not turbocharged), and installed one engine in a Type 1 and another in a Type 2. The diesel Beetle was time tested on the Nürburgring and achieved 0–100 km/h in 60 seconds.

 

DESIGN

The Beetle featured a rear-located, rear-wheel drive, air-cooled four-cylinder, boxer engine in a two-door bodywork featuring a flat front windscreen, accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat – and offering a coefficient of drag of 0.41; to this relatively good CD, the also streamlined rear of car was of help. The bodywork attached with eighteen bolts to its nearly flat chassis which featured a central structural tunnel. Front and rear suspension featured torsion bars along with front stabilizer bar – providing independent suspension at all wheels. Certain initial features were subsequently revised, including mechanical drum brakes, split-window rear windows, mechanical direction-indicators and the non-synchronized gearbox. Other features, including its distinctive overall shape, endured.

 

Its engine, transmission, and cylinder heads were constructed of light alloy. An engine oil cooler (located in the engine fan's shroud) ensured optimal engine operating temperature and long engine life, optimized by a thermostat that bypassed the oil cooler when the engine was cold. Later models of the carburetor featured an automatic choke. Engine intake air passed through a metallic filter, while heavier particles were captured by an oil bath. After 1960, steering featured a hydraulic damper that absorbed steering irregularities.

 

Indicative of the car's utilitarian design, the interior featured painted metal surfaces, a metal dash consolidating instruments in a single, circular binnacle, adjustable front seats, a fold-down rear seat, optional swing-out rear windows, front windows with pivoting vent windows, heating via air-to-air exchange manifolds operating off the engine's heat, and a windshield washer system that eschewed the complexity and cost of an additional electric pump and instead received its pressurization from the car's spare tire (located in the front luggage compartment) which was accordingly overinflated to accommodate the washer function.

 

Throughout its production, VW marketed the Beetle with a four-speed manual transmission. From 1961 (and almost exclusively in Europe), VW offered an optional version of the Saxomat semi-automatic transmission: a regular 4-speed manual transaxle coupled to an electromagnetic clutch with a centrifugal clutch used for idle. Subsequently (beginning in 1967 in Europe and 1968 in the United States), VW offered an optional semi-automatic transmission (marketed as Automatic Stick Shift and also called AutoStick[citation needed]), which was a 3-speed manual coupled to an electro-pneumatic clutch and torque converter.

 

While the overall appearance of the Beetle changed little over its life span, it received over 78,000 incremental changes during its production.

 

EVOLUTION AND DESIGN CHANGES

BEETLE CABRIOLET

It was in 1948 that Wilhelm Karmann first bought a VW Beetle sedan and converted it into a four-seated convertible. The Beetle Cabriolet began production in 1949 by Karmann in Osnabrück. After successfully presenting it at VW in Wolfsburg, production started in 1949.

 

The convertible was more than a Beetle with a folding top. To compensate for the strength lost in removing the roof, the sills were reinforced with welded U-channel rails, a transverse beam was fitted below the front edge of the rear seat cushion, and the side cowl-panels below the instrument panel were double-wall. In addition, the lower corners of the door apertures had welded-in curved gussets, and the doors had secondary alignment wedges at the B-pillar.

 

The top was cabriolet-style with a full inner headliner hiding the folding mechanism and crossbars. In between the two top layers was 25 mm of insulation. The rear window was tempered safety glass, and after 1968, heated. Due to the thickness of the top, it remained quite tall when folded. To enable the driver to see over the lowered top, the inside rearview was mounted on an offset pivot. By twisting the mirror 180 degrees on a longitudinal axis, the mirror glass would raise approximately 5.1 cm.

 

The convertible was generally more lavishly equipped than the sedan with dual rear ashtrays, twin map pockets, a visor vanity mirror on the passenger side, rear stone shields, and through 1969, wheel trim rings. Many of these items did not become available on other Beetles until the advent of the optional "L" (Luxus) Package of 1970.

 

After a number of stylistic and technical alterations made to the Karmann cabriolet, (corresponding to the many changes VW made to the Beetle throughout its history), the last of 331,847 cabriolets came off the production line on 10 January 1980.

 

1950–1959 MODELS

During this period, a myriad of changes were made throughout the vehicle beginning with the availability of hydraulic brakes and a folding fabric sunroof in 1950. The rear window of the VW Beetle evolved from a divided or "split" oval, to a singular oval. The change occurred between October 1952 and March 1953. Beetles built during this time were known as a "Zwitter", or "hybrid", as they used the split-window bodyshell with oval-model chrome trim, vent windows and dashboard.

 

1953 models received a redesigned instrument panel. The one-piece “Pope's Nose” combination license plate/brake light was replaced by a smaller flat-bottomed license plate light. The brake light function was transferred to new heart-shaped lamps located in the top of the taillight housings.

 

In 1954, Volkswagen added 2 mm to the cylinder bore, increasing the displacement from 1,131 (1100) cc to 1,192 (1200) cc. This coincided with upgrades to various key components including a redesign of the crankshaft. This increased power from 30 hp (22 kW; 30 PS) to 36 hp (27 kW; 36 PS) and improved the engine's free revving abilities without compromising torque at lower engine speeds. At the same time, compression ratios were progressively raised as, little by little, the octane ratings of available fuel was raised in major markets during the 1950s and 1960s.

 

In 1955, the separate brake lights were discontinued and were combined into a new larger taillight housing. The traditional VW semaphore turn signals were replaced by conventional flashing directional indicator lamps for North America.

 

For 1956, the Beetle received what would become one of its more distinctive features, a set of twin chrome tailpipes. Models for North America gained taller bumper guards and tubular overrider bars.

 

For 1958, the Beetle received a revised instrument panel, and a larger rectangular rear window replaced the previous oval design.

 

1960–1969 MODELS

1960 models received a front sway bar along with a hydraulic steering damper.

 

For 1961, significant technical advances occurred in the form of a new engine and transmission. The engine remained at 1200cc but the power increased to 40 hp (30 kW; 41 PS) primarily due to an increase in compression ratio to 7.1:1. The carburetor received an electric automatic choke and the transmission was now synchronized on all forward gears. The traditional semaphore turns signals were replaced by conventional flashing directional indicators worldwide.

 

For 1962, the Beetle received a mechanical fuel level gauge in place of the former fuel tap. At the rear, larger tail lights were introduced incorporating a separate amber turn signal section to meet new European standards (these turn signals remained red in the US market until 1973). The former hand-pump style windscreen washer was replaced by a new design using compressed air. A Schrader valve located on the washer fluid tank allowed the system to be charged at a filling station to the recommended 35 psi (2.4 bar).

 

1964 models could be identified by a widened light housing on the engine lid over the rear license plate.

 

The largest change to date for the Beetle was in 1965: the majority of the body stampings were revised, which allowed for significantly larger windows. The windshield increased in area by 11% and was now slightly curved, rather than flat. Door windows increased accordingly by 6% (and door vent window edges were canted slightly back), rear side windows 17.5%, and the rear window 19.5%. The result was a more open, airy, modern look.

 

For 1966, the big news was an optional new 1300cc 50 hp (37 kW; 51 PS) engine in lieu of the previous 1200cc engine that had been the sole engine since 1954. Models so equipped carried a "1300" badge on the engine lid. The 1300cc engine was standard for North America.

 

For 1967, a yet-again larger-displacement engine was made available: 1500cc, 53 hp (40 kW; 54 PS) at 4,200 rpm. 1200 and 1300 engines continued to be available, as many markets based their taxation on engine size. 1500cc Beetles were equipped with front disc brakes and were identified with a "VW 1500" badge on the engine lid. North America received the 1500 engine as standard equipment, but did not receive front disc brakes. These models were identified by a "Volkswagen" badge on the engine lid.

 

The rear suspension was significantly revised including a widened track, softer torsion bars and the addition of a unique Z-configuration equalizing torsion spring. On US, UK and Ireland models, the generator output was increased from 180 to 360 watts, and the entire electrical system was upgraded from 6 volts to 12 volts. The clutch disc also increased in size and changes were made to the flywheel. New equipment included a driver's armrest on the door and locking buttons on both doors. Safety improvements included two-speed windscreen wipers, reversing lights (in some markets), and a driver's side mirror. In accord with the newly enacted US Federal Motor Vehicle Safety Standard 108, North American models received a dual-circuit brake system, the clear glass headlamp covers were deleted; the headlamps were brought forward to the leading edge of the front fenders, and the sealed-beam units were exposed and surrounded by chrome bezels.

 

1968 was a year of major change. The most noticeable of which were the new larger, higher mounted C-section bumpers. At the rear, new larger taillamps were adopted and were able to accommodate backup lamps, which were previously separate bumper-mounted units. Beetles worldwide received the '67 North American style vertical headlamp placement, but with replaceable-bulb headlamps compliant with ECE regulations rather than the US sealed beams. Other improvements were a new outside gas filler with spring-loaded flap, eliminating the need to open the trunk to refuel. The fuel gauge was integrated with the speedometer and was now electrically-actuated rather than cable-operated. The windscreen washer was now pressured by the spare tire, which was to be maintained at a pressure of 42 psi (2.9 bar). A pressure valve in the connecting hose closed airflow to the fluid reservoir if spare tire pressure fell below 30 psi (2.1 bar), which was above the recommended pressures for the road tires. A ventilation system was introduced, which drew fresh air into the cabin from louvres on the front decklid. For improved shifting, the shift lever was shortened, stiffened and moved rearward by

78 mm.

 

A number of safety improvements were made in order to comply with new American safety regulations: these included trigger-operated outside door handles, a secondary front hood latch, collapsing steering column, soft vent window latches, rotary glove compartment latch and instrument panel knobs labeled with pictographs. US models received a padded instrument panel that was optional in other markets. To meet North American head restraint requirements, VW developed the industry's first high-back bucket seat.

 

A new 3-speed semi-automatic gear box with torque converter and vacuum-operated clutch became available mid-production year. The semi-automatic models received a vastly improved semi-trailing-arm rear suspension (also known as "Independent Rear Suspension" although the earlier swing axle Beetles were also independent) and eliminated the need for the equalizing torsion spring. This new rear suspension layout would eventually become an option on later models. Beetles equipped with the automatic were identified with a "VW Automatic" badge on the engine lid and a matching decal in the rear window. In North America, the badging and decal were later revised to read, "Automatic Stick Shift".

 

For 1969, the only exterior change was the fuel filler flap no longer had a finger indentation due to a new interior-mounted fuel door release. For North America, the Beetle received a heated rear window, day/night mirror and the semi-trailing, independent rear-arm suspension as standard equipment.

 

1970–1979 MODELS

In 1970, A new "L" (Luxus) Package was introduced including, among other items, twin map pockets, dual rear ashtrays, full carpeting, a passenger-side visor vanity mirror, and rubber bumper moldings. The optional 1500 cc engine now came with an engine lid having two rows of cooling louvers, while the convertible's engine lid gained two additional sets for a total of four. For North America, the 1500 cc engine was enlarged to 1600 cc engine and produced 57 hp (43 kW; 58 PS)

 

For 1971, for the first time there were two Beetles, the familiar standard Beetle and a new larger version that was different from the windscreen forward. All Beetles received an engine upgrade: the optional 1500 cc engine was replaced by a 1600 cc version with twin-port cylinder heads and a larger, relocated oil cooler. The new engine produced 60 hp (45 kW; 61 PS). The ventilation system was improved with the original dash-top vents augmented by a second pair aimed directly at the driver and passenger. For the first time the system was a flow-through design with crescent-shaped air exits fitted behind the rear quarter windows. Airflow could be increased via an optional 2-speed fan. The standard Beetle was now badged as the VW 1300; when equipped with the 1600 engine, it was badged 1300 S, to avoided confusion with the Type 3, which wore VW 1600 badges.

 

The new larger Beetle was sold as the 1302/1302 S, offering nearly 50% increased luggage capacity. A new MacPherson strut front suspension was incorporated, similar to what was used in the Type 4, and the front track was widened. The new suspension layout allowed the spare tire to be positioned flat under the trunk floor, although the car had to be lengthened slightly to accomplish this. This also allowed a reduction in turning radius. To gain additional trunk volume, the under-dash panel was lowered, allowing the fuel tank to be shifted rearward. From the windscreen back the big Beetle was identical to its smaller progenitor, except for having the semi-trailing arm rear suspension as standard equipment. Overall, the big Beetle was 50 mm longer in length and 35 mm wider and rode on a 20 mm longer wheelbase than the standard model. Both Beetles were available with or without the L Package. The convertible was now based on the 1302 body. In North America, the 1302 was marketed as the Super Beetle and came only with the L Package and 1600 cc engine. While it lacked the front disc brakes that normally accompanied the larger motor, it was fitted with brake drums that were slightly larger than the standard Beetle. With the Super Beetle being sold as the premium model in North America, the standard Beetle, while retaining the same 1600 cc engine, was stripped of many of its earlier features in order to reduce the selling price. Bright window and running board moldings disappeared, along with the day/night mirror, horn ring, map pocket, locking glove box and miscellaneous other items.

 

1972 models had an 11% larger rear window 40 mm taller, larger front brakes[citation needed] and the convertible engine lid with four rows of louvres was now used on all Beetles. Inside the vehicle, a four-spoke energy-absorbing steering wheel was introduced, the windshield wiper/washer knob was replaced in favor of a steering column stalk, and intermittent wipers were a new option available in selected markets. An engine compartment socket for the proprietary VW Diagnosis system was also introduced. The rear luggage area was fitted with a folding parcel shelf. A limited-edition Commemorative model was launched in celebration of the Beetle's passing the record of the Ford Model T as the world's most-produced automobile. The Commemorative Beetle was a 1302 LS finished in a special Marathon Blue Metallic paint and unique 4.5 x 15 styled steel wheels. In the U.S., it was marketed as the Super Beetle Baja Champion SE.

 

1973 models featured significantly-enlarged "elephant foot" taillamps mounted in reshaped rear fenders. In the engine bay, the oil-bath air cleaner gave way to a dry element filter, and the generator was replaced with an alternator. The 1302/Super became the 1303 with a new taller wrap-around windscreen. The changes to the cowl and windshield resulted in slight redesign of the front hood. The instrument panel, formerly shared with the standard Beetle, was all-new and incorporated a raised speedometer pod, rocker-style switches and side-window defrosters. The limited-edition GSR (Gelb-Schwarz Rennen) was a 1303 S available only in Saturn Yellow paint equipped with special 140 mm wide sport wheels fitted with 175/70-15 Pirelli Cinturato CN36 high-performance radial tires. Front and rear deck lids were finished in matte black, as was all exterior trim with the exception of the chrome headlamp bezels. Inside were corduroy and leatherette high-bolstered sport seats and a small diameter three-spoke steering wheel with padded leather rim and a small red VW logo on the bottom spoke. In North America, the GSR was sold as the Super Beetle Sports Bug. The North American model had body-color deck lids and was available in Marathon Blue Metallic in addition to Saturn Yellow. In some markets, the sport wheels (in both 4.5-inch and 5.5-inch widths), sport steering wheel and sport seats became available as stand-alone options.

 

For 1974, North American models received newly required 8.0 km/h impact bumpers mounted on self-restoring energy absorbers, which added approximately 25 mm to the car's overall length. On the Super Beetle, the steering knuckle, and consequently the lower attachment point of the strut, was redesigned to improve handling and stability in the event of a tire blowout. A limited-edition Big Beetle was introduced based on the 1303 LS. Available in unique metallic paint colors, the car featured styled-steel 5.5 in (140 mm) wide sport wheels wrapped in 175/70-15 tires, corduroy seat inserts, upgraded loop-pile carpet, wood-look instrument panel trim and a padded steering wheel with bright accents. In the North American market, a limited-edition Sun Bug was introduced as a standard Beetle or Super Beetle. Both were finished in metallic gold and featured styled-steel 4.5 in (110 mm)-wide sport wheels. Inside were brown corduroy and leatherette seats, loop-pile carpet, and padded four-spoke deluxe steering wheel. The Super Beetle Sun Bug included a sliding-steel sunroof.

 

In 1975, front turn indicators were moved from the top of the front fenders down into the bumper. At the rear, the license plate light housing was now molded of plastic with a ribbed top surface. To comply with tightening emission standards, the 1600 cc engine in Japanese and North American markets received Bosch L-Jetronic fuel injection, a derivative of the Bosch D-Jetronic system formerly used in the VW Type 3 and Type 4. The injected engine received a new muffler and in California a catalytic converter. This necessitated a bulge in the rear apron under the rear bumper and replaced the distinctive twin "pea shooter" tailpipes with a single offset pipe, making injected models identifiable at a glance. 5 mph (8.0 km/h) bumper-equipped North American models retained fender-top front indicators. The 1303 received rack and pinion steering. In North America, the 1303/Super Beetle sedan was moved upmarket and was now christened La Grande Bug. Similar to the Big Beetle of 1974, La Grande Bug was available in blue or green metallic paint in the U.S. and blue, green or gold metallic in Canada and was equipped with the same features as the 1974 Sun Bug. Mid-year, the Love Bug was introduced for North America: based on the standard Beetle, it was available only in Phoenix Red or Ravenna Green (both colors shared with the VW-Porsche 914) with all exterior trim finished in matte black. A price leader, the Love Bug retailed for less than a standard Beetle. The "Volkswagen" script on the engine lid of all North American Beetles was replaced with a "Fuel Injection" badge.

 

In 1976, the 1303/La Grande Bug was discontinued, with the larger body continuing only in convertible form. To make up for the loss in North American markets, the standard Beetle was upgraded, regaining some of the features that were removed in 1971. In addition, the 2-speed ventilation fan was included, previously available in North America only on the larger Beetle. The automatic stickshift option was discontinued as well.

 

1977 models received new front seats with separate head restraints. This was the final model year for the Beetle sedan in North America. The convertible was offered in a Champagne Edition in triple white with the padded deluxe steering wheel, burled elm-grain dash trim and (110 mm wide sport wheels. Approximately 1,000 Champagne Editions were produced.

 

WIKIPEDIA

Fiat began designing the Ritmo hatchback – as a replacement for the 128 sedan – in 1972, following the body style of its 127 supermini as European manufacturers began launching small family hatchbacks, notably the Volkswagen Golf in 1974.

 

Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat instead gave its new car the Ritmo name, rather than another three digit number. Offered in 3- and 5-door hatchback and cabriolet body styles – from 1978 to 1988 with two facelifts.

 

The Ritmo was manufactured at the Cassino plant using a system developed by its subsidiary Comau, the "Robogate" system – which automated the bodyshell assembly and welding process using robots, giving rise to its advertising slogan "Handbuilt by robots", immortalised in a television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini's The Barber of Seville. The exterior has plastic bumper fascias integrated into the styling which combined strong round shapes with overall sharp lines, achieving a drag coefficient of Cd=0.38.

Mini 1000 Mk.III (1969-76) Engine 998cc S4 Tr OHV

Registration Number FOB 148 L (Birmingham)

MINI (BL) SET

 

www.flickr.com/photos/45676495@N05/sets/72157623797597842...

  

The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows—although some Australian-manufactured Mark I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from Hydrolastic to rubber cones

Production at the Cowley plant was ended in 1969, and the simple name Mini completely replaced the separate Austin and Morris brands. In April 1974, a heater became standard equipment on the entry-level Mini 850, as well, having by then already been included in the standard specification of the other models for some time

 

Diolch yn fawr am 67,790,751 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 67,790,751 amazing views, enjoy and stay safe

 

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-185

    

156418 awaits departure from Norwich with the 12:36 service to Yarmouth, 21st February 2009.

 

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 this unit on the 19th May 1988 at Washwood Heath. It still carries its Central Trains livery with National Express white band branding.

 

Proud owner, designer and engineer Dave Eaton fields questions about his wonderful creation, the Icon 917. Starting with a bodyshell mould of David Piper's 917K-010, Dave and John Hartland have spent 8 years recreating this marvellous car that has always been intended to run on road and track. Fully IVA-compliant, it has a 3.6 flat-six engine with 280bhp and is only distinguishable from the original by small details necessary for it to run on the road. There is another car in the pipeline for collaborator John Hartland, and for more details see the comprehensive article in the July 2019 issue of Octane magazine.

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.

 

Ford Escort RS2000 (5th Gen) 3 door Hatch (1990-97) Engine 1998cc N7A DOHC S4 148bhp

Registration Number K 666 ESC (Cherished vehicle related number first issued from Edinburgh)

FORD (UK) SET

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

 

The Escort Mark V Hatch and Estate and sibling the Ford Orion Mark III Saloon arrived in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension. Initially the 1.3 L HCS, 1.4 L and 1.6 L CVH petrol and 1.8 L diesel units carried over from the earlier models. The new car was not well received by the Motoring Press critised for its mediocre handling and poor refinement.

In early 1992, an all new Zetec 16-valve engine was launched bringing improved driveability, while also marking the return of the XR3i Specifications were improved and the Escort was now available with items such as power steering, electric windows, central locking, electronic antilock brakes, and air conditioning..

 

Stung by the critiscm of the original Mk.V Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort hatchback's case, a new rear end. A new 1.6 L 16-valve 90 bhp (66 kW) Zetec engine was introduced, replacing the previous CVH. Fuel injection was now standard on all petrol models, Also new for 1993 were 1.3 L and 1.4 L CFi petrol engines and 1.8 L diesel engines. Ford introduced a four-wheel-drive variant of the RS2000, offering much improved handling over its front-wheel-drive cousins. A first for the Escort also saw the introduction of all disc brakes on all four wheels as standard on all RS2000 and XR3i models.

The crash structure was also improved, featuring side impact bars, a reinforced safety cage, improved crumple zones, front seat-belt pretensioners and airbags..

 

In September 1993, the Orion name was dropped, with the saloon taking on the Escort badge. The XR3i was discontinued a few months later.

 

Diolch yn fawr am 67,391,869 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 67,391,869 amazing views, enjoy and stay safe

 

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-090

        

September 2013 "Mont Blanc Rally".

 

The Ford Escort:

 

The squarer-styled Mark II version appeared in January 1975. The first production models had rolled off the production lines on 2nd December 1974.

 

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, it used the same mechanical components as the Mark I. The 950 cc engine was still offered in Italy where the smaller engine attracted tax advantages, but in the other larger European markets in Europe it was unavailable. The estate and van versions used the same panelwork as the Mark I, but with the Mark II front end and interior. 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 though some contemporaries such as the Hillman Avenger had moved on to coil springs.

 

The "L" and "GL" models (2-door, 4-door, estate) were in the mainstream private sector, the "Sport", "RSMexico", and "RS2000" in the performance market, the "Ghia" (2-door, 4-door) for an untapped small car luxury market, and "base / Popular" models for the bottom end. Panel-van versions catered to the commercial sector.

 

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.

 

Production ended in Britain in August 1980, other countries following soon after.

  

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 OHC Pinto instead of the OHV. A "Sport" model was also produced using the 1.6 L Kent. A new model was released, the RS1800, which had a fuel injected 1790 cc Cosworth BDE engine. It was essentially a special created for rallying.

 

The works rally cars were highly specialised machines. Bodyshells were heavily strengthened. They were characterised by the wide wheelarch extensions, and often by the fitment of four large spotlights for night stages. The Cosworth BDE engine was replaced with 2.0 L BDG and gave up to 250 bhp (186 kW; 253 PS) by 1979. It was complemented by a strengthened transmission, five-speed straight-cut ZF gearbox, five-linked suspension and more minor modifications.

 

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. In the 1979 season of the World Rally Championship, Björn Waldegård took the drivers' title, Hannu Mikkola was runner-up and Ari Vatanen finished the year in fifth place, all driving Escort RS1800s.

 

These drivers' successes throughout the year gave Ford the manufacturers' title, the only time the company had achieved this until the 2006 season, when Marcus Grönholm and Mikko Hirvonen won the title for Ford in Ford Focus RS WRC 06. Vatanen won the drivers' title in 1981, again at the wheel of an RS1800. This victory came despite the arrival on the WRC scene of the venerable four-wheel drive Audi Quattro. Ford placed in the top three in the manufacturers' championship for the sixth year in a row.

 

The 1.6 L (1598 cc/97 CID) engine in the 1975 1.6 Ghia produced 84 hp (63 kW) with 125 N·m (92 ft·lbf) torque and weighed 955kg (2105 lb). For rally use, this can be compared to the 1974 Toyota Corolla which output 75 hp (56 kW) and weighed 948kg (2090 lb).

 

The 2.0L RS2000 version, with its distinctively slanted polyurethane nose, and featuring the Pinto engine from the Cortina, was announced in the UK in March 1975 and introduced in Germany in August 1975, being reportedly produced in both countries. It provided a claimed 110 bhp and a top speed of 110 mph (177 km/h). For acceleration to 100 km/h (62.5 mph) a time of just 8.9 seconds was claimed by the manufacturers. The 2.0L engine was also easily retro-fitted into the Mark I, along with the Ford Sierra's five-speed gearbox, for rallying and other sports.

  

Direct Rail Services class 57/3 no. 57301 'Goliath' passes Hinckley on 08th March 2015 with class 37s no. 37059 and 37405 in tow working 0Z42 Norwich Crown Point-> Crewe Gresty Bridge light locomotive move.

 

I chose to head to Hinckley for a photograph as I fancied a change from the usual shots at Nuneaton.

 

The first Class 57s were built in 1997 for Freightliner, a Class 47 bodyshell was taken, stripped, rewired and then fitted with an EMD engine. In 2002, 12 further Class 47s were converted to 57s for Virgin Trains, these were numbered 57/3 and fitted with ETH. In 2003, four additional locos were ordered for dragging Pendolinos, these were fitted with Dellner couplings from new and the remainder of the fleet was retrofitted with Dellners in the same year. DRS now operate the majority of the class 57/0 and 57/3. First Great Western operate the Class 57/6 fleet and West Coast Railways operate a fleet of 57/0, 57/3 and 57/6.

W111

Chassis n° 111026-12-001948

 

Zoute Sale - Bonhams

Estimated : € 80.000 - 120.000

Sold for € 143.750

 

Zoute Grand Prix 2024

Knokke - Zoute

België - Belgium

October 2024

 

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 chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in 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. Thus equipped, the Coupé/Cabriolet was good for 205km/h (127mph) with 100km/h reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. Although the equivalent SEL saloon used the 'New Generation' bodyshell, the Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1959 on the 220 SE and, as befitted top-of-the-range luxury models, came equipped with automatic transmission, air conditioning, power windows and stereo radio as standard. Significantly, the 280 SE 3.5 was to be the final model to feature 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 only 3,720 Coupé examples produced, of which 3,025 were left-hand dive, this most elegant Mercedes-Benz, the top-of-the line 280 SE 3.5 V8 Coupe, was originally delivered to the United States and ordered in the stunning 'Tobacco Brown' colour scheme it is presented in today. It was bought by the immediately preceding owner - a UK-based enthusiast - for his impressive private collection in France. While there the car was maintained by his personal mechanic and saw only very limited use. The current vendor purchased the Mercedes in October 2016, since when it has benefited from considerable refurbishment. In 2017 the body was thoroughly restored and treated to a full professional respray at a cost of €12,490, photographs and details of which are on file. In 2021 various electrical and mechanical repairs plus a service were carried out at a cost of some €6,680. Early 2023 ignition and fuel injection systems were inspected and repaired at a cost of €4,385. Repairs have also been made to the air conditioning, suspension, interior, etc at a cost of €9,990, while the overhauled Becker Europa stereo is now functioning correctly. The total spend on the aforementioned works was approximately €35,000. The related invoices are on file together with various smaller bills. It should be noted that the Mercedes has been professionally converted to European specification, not only deleting the reflectors but also installing a km/h speedometer, etc. The replacement automatic gearbox had been installed already before the 1990s it is believed.

Beautifully finished in a most attractive colour combination of dark brown and sumptuous tan leather interior, this stunning Mercedes-Benz comes with the desirable options of automatic transmission (column-mounted change), air conditioning, and electric tinted windows all round.

The Hillman Avenger is a rear-wheel drive small family car originally manufactured under the Hillman marque by the Rootes Group from 1970–1976, and made by Chrysler Europe from 1976–1981 as the Chrysler Avenger and finally the Talbot Avenger. The Avenger was marketed in North America as the Plymouth Cricket.

 

The Avenger was initially produced at Rootes' plant in Ryton-on-Dunsmore, England, and later at the company's Linwood facility near Glasgow, Scotland.

 

1970: Hillman Avenger

 

Introduced in February 1970, the Avenger was significant as it was the first and last car to be developed by Rootes after the Chrysler takeover in 1967. Stylistically, the Avenger was undoubtedly very much in tune with its time; the American-influenced "Coke Bottle" waistline and semi-fastback rear-end being a contemporary styling cue, indeed the Avenger would be the first British car to be manufactured with a one piece plastic front grille. However, from an engineering prospective it was rather conventional, using a 4-cylinder all-iron overhead valve engine in 1250 or 1500 capacities driving a coil spring suspended live axle at the rear wheels. Unlike any previous Rootes design, there were no "badge-engineered" Humber or Singer versions in the UK market. The Avenger was immediately highly praised by the press for its good handling characteristics and generally good overall competence on the road and it was considered a significantly better car to drive than rivals like the Morris Marina.

 

Initially, the Avenger was available as a four-door saloon in DL, Super and GL trim levels. The DL and Super could be had with either the 1250 or 1500 cc engines, but the GL was only available with the 1500 cc engine. Since the DL was the basic model in the range, it featured little more than rubber mats and a very simple dashboard with a strip-style speedometer. The Super was a bit better equipped, featuring carpets, armrests, twin horns and reversing lights, though the dashboard was carried over from the DL. The top-spec GL model featured four round headlights (which was a big improvement over the rectangular ones from the Hillman Hunter that were used on the DL and Super), internal bonnet release, two-speed wipers, brushed nylon seat trim (previously never used on British cars), reclining front seats, and a round-dial dashboard with extra instrumentation.

 

Not only was the Avenger's styling totally new, but so were the engine and transmission units, which were not at all like those used in the larger "Arrow" series Hunter. Another novelty for the Avenger was the use of a plastic radiator grille, a first in Britain and at 4 ft 6 in (137 cm) wide claimed as the largest mass-produced plastics component used at this time by the European motor industry. The Avenger was a steady seller in the 1970s, in competition with the Ford Escort and Vauxhall Viva. Chrysler was attempting to make the Avenger to be a "world car", and took the ambitious step of marketing the Avenger as the Plymouth Cricket in the U.S. Complaints of rust, unreliability, plus apathy towards small cars amongst buyers in the U.S., saw it withdrawn from that market after only two years.

 

Introduction of body and trim variations

 

In October 1970, the Avenger GT was added to the range. It had a twin-carburettor 1500 cc engine, four-speed manual or three-speed automatic transmission (also optional on the 1500 DL, Super and GL). The GT featured twin round headlights, go-faster stripes along the sides of the doors and "dustbin lid" wheel covers, which were similar to those found on the various Datsuns and Toyotas of the 1970s.

 

The basic fleet Avenger was added to the range in February 1972. It was offered with either 1250 or 1500 cc engines (the latter available with the automatic transmission option). The fleet Avenger was very basic: it did not have a sun visor for the front passenger, and the heater blower had just a single speed. In October 1972, the Avenger GT was replaced by the Avenger GLS, which came with a vinyl roof and Rostyle sports wheels.

 

In March 1972, the five-door estate versions were introduced, in DL and Super forms (both available with either 1250 or 1500 cc engines) and basically the same specifications as the saloon versions. However, 'heavy-duty springing' was fitted and the estate had a maximum load capacity of 1,040 lb (470 kg), compared to 840 lb (380 kg) for the saloon.

.

The two-door saloon models were added in March 1973, with all engine and trim options of the existing four-door range. Styling of the two-door was similar to the four-door, but the side profile was less curvaceous.

 

The car was extensively marketed in continental Europe, first as a Sunbeam. It was without the Avenger name in France, where it was known as the Sunbeam 1250 and 1500; later the 1300 and 1600. Some northern European markets received the car as the Sunbeam Avenger.

 

Both engine sizes were upgraded in October 1973. The 1250 became the 1300, while the 1500 became the 1600 with nearly all the same previous trim levels except for the basic fleet Avenger, which was discontinued at this point. The GL and GT trim levels were now also offered with the 1300 engine and two-door saloon body.

 

1972: Avenger Tiger

 

Named to evoke memories of the Sunbeam Tiger, the Avenger Tiger concept began as a publicity exercise. Avenger Super (four-door) cars were modified by the Chrysler Competitions Centre under Des O' Dell and the Tiger model was launched in March 1972. Modifications included the 1500 GT engine with an improved cylinder head with enlarged valves, twin Weber carburetors and a compression ratio of 9.4:1. The engine now developed 92.5 bhp (69 kW) at 6,100 rpm. The suspension was also uprated, whilst brakes, rear axle, and gearbox are directly from the GT.

 

A distinctive yellow colour scheme ("Sundance") with a bonnet bulge, rear spoiler and side stripes was standard, set off with "Avenger Tiger" lettering on the rear quarters.

 

Road test figures demonstrated a 0–60 mph time of 8.9 seconds and a top speed of 108 mph (174 km/h). These figures beat the rival Ford Escort Mexico, but fuel consumption was heavy. Even in 1972, the Tiger developed a reputation for its thirst.

 

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.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Hillman_Avenger

 

This miniland-scale Lego 1972 Hillman Avenger Tiger has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.

One of the earliest editions of the mighty Ford Escort, a car of humble roots that soon became an icon for so many reasons!

 

The Ford Escort was a small family car that was manufactured by Ford from 1968 to 2004. The Ford Escort name was also applied to several different small cars produced in North America by Ford between 1981 and 2003.The first use of the Escort name was for a reduced specification version of the Ford Squire, a 1950s estate car version of the Ford Anglia 100E, though this did not sell well by comparison to the other members of the 100E family.

 

The Mark I Ford Escort was introduced in the United Kingdom at the end of 1967, making its show début at Brussels Motor Show in January 1968, replacing the successful long running Anglia. The car was presented in continental Europe as a product of Ford's European operation. Escort production commenced at Halewood in England during the closing months of 1967, and for left hand drive markets during September 1968 at the Ford plant in Genk.

 

Initially the continental Escorts differed slightly from the UK built ones under the skin. The front suspension and steering gear were differently configured and the brakes were fitted with dual hydraulic circuits; also the wheels fitted on the Genk-built Escorts had wider rims. At the beginning of 1970, continental European production transferred to a new plant on the edge of Saarlouis, West Germany.

 

The Escort was a commercial success in several parts of western Europe, but nowhere more than in the UK, where the national best seller of the 1960s, BMC's Austin/Morris 1100 was beginning to show its age while Ford's own Cortina had grown, both in dimensions and in price, beyond the market niche at which it had originally been pitched. In June 1974, six years into the car's UK introduction, Ford announced the completion of the two millionth Ford Escort, a milestone hitherto unmatched by any Ford model outside the USA. It was also stated that 60% of the two million Escorts had been built in Britain. In West Germany cars were built at a slower rate of around 150,000 cars per year, slumping to 78,604 in 1974 which was the last year for the Escort Mark I.

 

Many of the German built Escorts were exported, notably to Benelux and Italy; from the West German domestic market perspective the car was cramped and uncomfortable when compared with the well-established and comparably priced Opel Kadett, and it was technically primitive when set against the successful imported Fiat 128 and Renault 12. Subsequent generations of the Escort made up some of the ground foregone by the original model, but in Europe's largest auto-market the Escort sales volumes always came in well behind those of the General Motors Kadett and its Astra successor.

 

The Escort had conventional rear-wheel drive and a four-speed manual gearbox, or 3-speed automatic transmission. The suspension consisted of MacPherson strut front suspension and a simple live axle mounted on leaf springs. The Escort was the first small Ford to use rack-and-pinion steering. The Mark I featured contemporary styling cues in tune with its time: a subtle Detroit-inspired "Coke bottle" waistline and the "dogbone" shaped front grille – arguably the car's main stylistic feature. Similar Coke bottle styling featured in the larger Cortina Mark III (also built in West Germany as the Taunus) launched in 1970.

  

Initially, the Escort was sold as a 2-door saloon (with circular front headlights and rubber flooring on the "De Luxe" model). The "Super" model featured rectangular headlamps, carpets, a cigar lighter and a water temperature gauge. A 2 door estate was introduced at the end of March 1968 which, with the back seat folded down, provided an impressive 40% increase in maximum load space over the old Anglia 105E estate, according to the manufacturer. The estate featured the same engine options as the saloon, but it also included a larger, 7 1⁄2-inch-diameter clutch, stiffer rear springs and in most configurations slightly larger brake drums or discs than the saloon. A panel van appeared in April 1968 and the 4-door saloon (a bodystyle the Anglia was never available in for UK market) in 1969.

 

Underneath the bonnet was the Kent Crossflow engine also used in the smallest capacity North American Ford Pinto. Diesel engines on small family cars were rare, and the Escort was no exception, initially featuring only petrol engines – in 1.1L, and 1.3L versions. A 940cc engine was also available in some export markets, but few were ever sold.

 

There was a 1300GT performance version, with a tuned 1.3L Crossflow engine with a Weber carburetor and uprated suspension. This version featured additional instrumentation with a tachometer, battery charge indicator, and oil pressure gauge. The same tuned 1.3L engine was also used in a variation sold as the Escort Sport, that used the flared front wings from the AVO range of cars, but featured trim from the more basic models. Later, an executive version of the Escort was produced known as the 1300E. This featured the same 13 inch 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.

 

A higher performance version for rallies and racing was available, the Escort Twin Cam, built for Group 2 international rallying. It had an engine with a Lotus-made eight-valve twin camshaft head fitted to the 1.5L non-crossflow block, which had a bigger bore than usual to give a capacity of 1,557cc. This engine had originally been developed for the Lotus Elan. Production of the Twin Cam, which was originally produced at Halewood, was phased out as the Cosworth-engined RS1600 production began. The most famous edition of the Twin Cam was raced on behalf of Ford by Alan Mann Racing in the British Saloon Car Championship in 1968 & 1969, sporting a full Formula 2 Ford FVC 16-valve engine producing over 200hp. The Escort, driven by Australian driver Frank Gardner went on to comfortably win the 1968 Championship.

 

The Mark I Escorts became successful as a rally car, and they eventually went on to become one of the most successful rally cars of all time. The Ford works team was practically unbeatable in the late 1960s /early 70s, and arguably the Escort's greatest victory was in the 1970 London to Mexico World Cup Rally being driven by Finnish legend Hannu Mikkola. This gave rise to the Escort Mexico (1.6L Crossflow-engined) special edition road versions in honour of the rally car.

 

In addition to the Mexico, the RS1600 was developed with 1,601cc Cosworth BDA which used a Crossflow block with a 16-valve Cosworth cylinder head, named for Belt Drive A Series. Both the Mexico and RS1600 were built at Ford's Advanced Vehicle Operations facility located at the Aveley Plant in South Essex. As well as higher performance engines and sports suspension, these models featured strengthened bodyshells utilising seam welding in places of spot welding, making them more suitable for competition.

 

After updating the factory team cars with a larger 1701 cc Cosworth BDB engine in 1972 and then with fuel injected BDC, Ford also produced an RS2000 model as an alternative to the somewhat temperamental RS1600, featuring a 2.0L Pinto engine. This also clocked up some rally and racing victories; and pre-empted the hot hatch market as a desirable but affordable performance road car. Like the Mexico and RS1600, this car was produced at the Aveley plant.

 

This generation of the car eventually ended production in 1975, taking on a much more angular design for the next model year. The car would however continue to gain further fame in the hatchback war years of the 1980's, with the Ford Escort XR3i going head-to-head with the Volkswagen Golf GTi in the battle for the most powerful and greatest hot hatch. This would eventually evolve into what many consider the greatest European sporty Ford ever made, the RS Cosworth, a favourite amongst rally champions and yobbos everywhere!

Porsche 993 (911) Carrera Cabriolet (1993-98) Engine 3600cc Flat 6 282bhp

Registration Number N 82 HLB (London NW)

Production 68,029

PORSCHE SET

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

 

The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Tony Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.

 

The Carrera represented the base model of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W

 

Diolch yn fawr am 70,271,794 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 70,271,294 amazing views, enjoy and stay safe

 

Shot 13.04.2019 at the GT Cup and MSVR Championships at Donington Park Ref 138-439

     

Sliding into Birmingham New Street with a terminating service from London Euston is Virgin Trains Class 390, 390134 'City of Carlisle'.

 

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 where 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 401miles 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.

Volkswagen Golf GTi Mk.2 (1983-92) Engine 1781cc S4 8v Production 6,000,000 (all Golf Mk.2's)

Registration NumberE 992 BMV (London SE)

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.

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.

 

Thanks for a stunning 60,983,5732 views

 

Diolch am olygfa anhygoel, 60,983,573 hoblogaeth y Lloegr honno dros y Mynyddoedd

 

Shot 18.06.2017 at Trentham Gardens Car Show, Trentham, Stoke on Trent REF 128-298

   

Taken 04/03/23; My primary reason for going to Didcot was to see the four preserved former Great Western Railway Castle class steam locos side by side. A class that was first introduced a century ago in 1923 and also calling in at Didcot Parkway station there was the opportunity to snap an example of the modern traction now to be seen on the Castle's former stomping grounds the Hitachi Class 800 sets. The full sequence is that Warship and Western diesel hydraulic locos replaced the GWR 4-6-0s, then they were replaced by the HST125s, which in turn have been replaced by the Class 800s. According to Wikipedia these are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.

 

These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.

 

The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."

First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western Railway franchise.

 

On 30 April 1939 Ford Cologne began to manufacture the Taunus, a mid-size car intended to slot into the range between the little Ford Eifel and the company’s big V8 models. The car was presented to the public in June 1939. Although the structure of the car did not follow the revolutionary monocoque structure heralded by the Opel Olympia, the Taunus did have its body welded to the chassis rather than having the two elements simply bolted together. Essentially, the platform was a stretched floorpan and frame inhereted from its predecessor Eifel. The advertised price at launch was 2870 Marks, but customers had the option of paying an extra 22 Marks for a shatterproof windscreen.

The body

 

Stylistically the new car followed the 1930s fashion for streamlining, but with a North American flavour inspired by the Lincoln-Zephyr of the time. Design work was carried out at the Ford headquarters in Detroit mainly between the then recently appointed chief of design E.T. "Bob" Gregorie and Lincoln-Mercury division manager Edsel Ford, the son of Henry Ford. The bodyshell was supplied from the Berlin plant of pressed steel experts, Ambi Budd. Like the Eifel, the Ford Taunus came with rigid axles, but with the innovation of hydraulic brakes.

The engine

 

The Taunus was designed to take a 45 PS (33 kW; 44 hp) 1.5-litre side-valve engine developed from the 1.2-litre unit used in the Eifel. However, in March 1939 the government, anticipating war, introduced restrictions whereby Ford were permitted to produce only a single standardised engine in the class of cars covered by engine sizes between 1.2 and 2.0 litres, and so the Taunus used the smaller 1,172 cc engine (a k a known as English Sidevalve) carried over from the Eifel model. This was essentially the same unit that Ford would fit in the Ford Taunus P1 (and, at their Dagenham plant the Ford Anglia) until 1959.

 

In the 1939 Ford Taunus the car’s 1,172 cc unit delivered a claimed 34 PS (25 kW; 34 hp), married up to a three-speed transmission controlled with a centrally mounted lever. Drive was transmitted to the rear wheels.

The war

 

The German auto industry did not undergo the same very rapid switch-over to war production as that experienced in Britain, but passenger car production in Germany was nevertheless restricted by government policy, and there was never more than a single prototype to represent the company’s original intention to offer a cabriolet version of the Taunus G93A. The pre-war car was produced only as a two-door saloon/sedan with rear-hinged doors.

 

As the war continued, Ford became increasingly important as a producer of light trucks to support the war effort, and in February 1942 passenger car production came to an end at the Ford plant. Only 42 of the cars were assembled at the Cologne plant in 1942, but production had held up well through much of 1940 and by the time passenger car production ended 7,100 Taunus G93As had been produced.

 

Wikipedia

W111

Chassis n° 111.027-12-004473

 

Les Grandes Marques du Monde au Grand Palais 2020

Bonhams

Parijs - Paris

Frankrijk - France

February 2020

 

Estimated : € 300.000 - 350.000

Sold for € 299.000

 

"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 renowned collector Heiko Seekamp of 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.

 

25229 stabled at the refuelling and light maintenance diesel depot attached to the yard at Millerhill, 28th March 1976.

 

Locomotive History

25229 was originally D7579 and was built at Darlington works in 1963. 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. D7579 was delivered from Darlington Works during December 1963, allocated to Nottingham MPD, and used to continue to remove steam from the Midland line duties. Being boiler fitted it was of interest to the Scottish Region operating department and at the end of 1967 it transferred to Eastfield and would remain in Scotland for the next fifteen years until September 1982 when it was transferred to Longsight and its boiler finally isolated. Its final transfer was to Crewe from where it was withdrawn in May 1985. 25229 would spend eight months dumped at Crewe before moving on the 24th January 1986 with 25054 and 25256 as 9Z38 Crewe Gresty Lane - Doncaster works, where it would be broken up during September 1986.

 

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!

With car 223 from set 483003 looking on, the 'spare cars' that had formed set 483010 were sat on the ground, minus their bogies at Ryde St Johns Road on July 23rd 1999. 483010 had been sent to the Isle of Wight as a pair of spare cars acting as strategic reserve, to either provide replacement bodyshells should any of the nine operational units be accident damaged, or to provide an additional tenth unit should traffic levels increase. In the event 483010 became surplus to requirements, loosing its bogies to the spare parts pool, and would eventually be scrapped.

156413 ambles down the Up Slow at Kegworth with the 12:30, Lincoln – Leicester service, 11th September 2009.

 

Unit History

One hundred and fourteen class 156 units were built between 1987 and 1989 by Metro-Cammell at their Washwood Heath Works in Birmingham. I first saw this unit over twenty one years ago at Derby on the 16th May 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. 156413 is one of eleven class 156 units currently operated by East Midlands Trains on local duties and has received the Stagecoach corporate “suburban” livery branded for East Midlands Trains.

 

Vauxhall VX1800 Estate FE (1976-78) Engine 1758S4 OC Production 25,185 (incl. VX 2300)

Registration Number RPG 83 R

VAUXHALL SET

www.flickr.com/photos/45676495@N05/sets/72157623863172810...

 

The 1972-76 Victor FE was updated for 1976 dropping the Victor name, the new car had a number of trim changes but bore the same bodyshell and running gear as the FE Victor. Available also as the VX 1800 or VX 2300 and in both saloon and estate form. Originally designed independently at Luton but with the demise of the VX and arrival of the Carlton ( a rebadged Opel Rekord) German design prevailed

 

Many Thanks for a fan'dabi'dozi 27,059,500 views

 

Shot 07:07:2014 at on Cars in the Park, Beacon Park, Lichfield REF 102-1097

Porsche 911 Carrera RS (1973-74) Engine 2687cc HO6 OC Production 1580

Registration Number 77 SSK (Wick)

PORSCHE SET

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

The Carrera name was reintroduced to in 1973, originally applied to the 356 Carrera and in turn came from Porsche class victories in the Carrera Panamerica races accross Central America in the 1950's. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210bhp. With revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wheel arches. In RS Touring form it weighed 1075 kg, in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be required to qualify for FIA Group 4 Class.

49 Carrera RS cars were built with 2808 cc engines

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price.

 

Many thanks for a fantabulous

50,826,310 views

 

Shot 23.04.2016 Shot at VSCC Spring Start Meeting, Silverstone REF 115-642

   

Class 180 Test Train No DB999601 stabled at York Station. It was built in 1987 using the Class 150/1 bodyshell and was originally classified as a Class 180 test unit, it has been reclassified into the departmental series and now carries the set No 950001 with the individual carriages numbered 999600 and 999601.

 

Photo details

Colour Slide scan

Fuji 100ASA Film

Camera Canon EOS300

Lens Canon 28-90mm

Ref No 09907.

Copyright © Keith Long - All rights reserved

 

See more car pics on my facebook page!

 

The Jensen Interceptor was a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.

 

- - -

 

(Wikipedia)

 

As with the preceding 404, Peugeot had Pininfarina design a two-door coupé and cabriolet variant which were first introduced at the Geneva Salon in March 1969. Aside from designing them, Pininfarina also built the bodyshells. The two-door 504s have a 190 mm (7.5 in) shorter wheelbase and also a wider rear track. The shells were built in Turin and then sent to Peugeot's Sochaux plant for assembly.

 

Mechanically, the 504 Coupé and Cabriolet were largely identical to the saloons, sharing the 1.8-liter four (upgraded to two litres for 1970) with no additional performance enhancements. Once the 604 arrived, however, the sportier 504s finally got an engine to match their looks: the 2.7-litre V6 PRV engine, producing 136 PS (100 kW) was fitted beginning in September 1974 and the four-cylinder variants discontinued. This was also time for a facelift (2nd series), with redesigned bumpers and interior, and with single, wide headlights replacing the initial twin units. The triple taillights were also changed for wider, single units. The V6 was not a strong seller in fuel crisis Europe, however, and the 2.0 was reintroduced in October 1977, by which time about 27,000 examples had been built by Pininfarina. The V6 Cabriolet was discontinued but the V6 Coupé gained a five-speed manual transmission and Bosch K-Jetronic fuel injection, with power increased to 144 PS (106 kW).

Fiat Tipo Sedicivalvole (1988-95) Rngine 1756cc S4 16v

Registration Number D 15 TPO (On a personalised number, originally allocated for Portsmouth)

FIAT SET

www.flickr.com/photos/45676495@N05/sets/72157623665060711...

 

The Fiat Tipo was designed by Ercole Spada at the I.DE.A Institute design house and unveiled in January 1988, going on sale in Europe in June 1988 to LHD markets and to RHD markets in July 1988.

Initially available 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 used on Fiat, Alfa Romeo, and Lancia models

In 1989 the Fiat Tipo was awarded European Car of the Year.

The United Kingdom market initially received only the 1.4 and 1.6 versions of the Tipo, with the 1.8 and 2.0 petrol engines and the diesel powered units not being imported until the early 1990s. The top of the range available in the UK 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

 

The Tipo was facelifted in 1993, and a three door version was added, as well as minor exterior changes (the two evolutions of the car can be differentiated by their slightly different radiator grilles and headlamps) and improved specifications; safety features like stiffer bodyshells, driver's airbag, and side impact bars were added to the range. This included the new S, SX, and SLX trim levels, as well as a new eight valve 2.0 GT model..

 

Shot 29.05.2016 at Curborough Sprit Course, Curborough, Lichfield REF 119-209

Ford Lotus Cortina Mk.I (1963-66) Engine 1558cc S4 DOC Production 4012

Entrant Jeremy Carr

Race Number 193 Desmond Small

FORD (UK) SET

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

 

Marriage of the Ford Cortina with the Lotus twin-cam, twin-carburettor 105bhp engine. Lotus principal Colin Chapman had been looking to build his own engine for Lotus racing cars, primaryly because his present supplier Coventry Climax engines were so expensive. He commissioned Harry Mundy a designer at Coventry-Climax to design a twin cam unit, much of the work was done on the Ford 997cc engine with a 1340cc engine bottom end but in 1962 Ford released the 116E five bearing 1,498 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine. The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark

 

Lowered with coil rear springing and servo disc/drum brakes. Wider rim wheels and normally white with green flashes. Almost as soon as the engine appeared in the production Lotus Elan it was enlarged to 1558cc in order to get the car closer to the 1.6 litre classes in Motorsport

Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc (105 bhp (78 kW; 106 PS)) engine, together with the same close-ratio gearbox as the Elan. The rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille. Interior modifications were limited to a centre console designed to accommodate the new gear lever position, different seats and the later style dashboard, featuring tachometer, speedometer, oil pressure, water temperature and fuel level gauges. A wood-rimmed steering wheel was fitted. Suspension was drastically altered, the chassis stiffened, battery relocated in the boot the Cortina Lotus gained was the new braking system (9.5 in (240 mm) front discs) which were built by brake specialist Girling. This system also was fitted to Cortina GTs but without a servo of the Lotus models Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities.,

 

This very historically significant Lotus Cortina is the ex Alan Mann Racing Lotus Cortina,

 

This car raced at Silverstone in the Warwick Banks Trophy Race for 2 litre tourind cars

 

Many thanks for a fantabulous 43,586,049 views

 

Shot at the Silverstone Classic 14-15 July 2015- Ref 109-392

Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043

Registration Number HDT 512 J (Doncaster)

TRIUMPH SET

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

The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.

Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph

 

Diolch am olygfa anhygoel, 62,666,810 oblogaeth y Lloegr honno dros y Mynyddoedd

 

Thanks for a stonking 62,666,810 views

 

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-708

   

Mercury Eight (2nd Gen) Town Sedan (1941-42 1946-48) Engine 239 cu in (3914cc) Flathead V8

Registration Number YSY 730 (Middlothian)

MERCURY SET

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The Mercury Eight debuted as a model in 1939 as the debut model of the Mercury Division. During its production, the Eight was built over three generations with a full range of body styles. For its first generation, 1939-40, the Eight was produced with its own body, adapting its own version of a Ford body for its second generation;1941-42, 1946-48, for the third generation, 1949-51, the Eight shared its body with the Lincoln.

 

For the second generation the 1941 Mercury Eight got all-new styling and some engineering improvements. The Mercury now shared its bodyshell with the Ford Super DeLuxe and the wheelbase was expanded to 118 inches, chassis refinements included improved spring lengths, rates, and deflections, plus changes in shackling, shocks, and an improved stabilizer bar, but the old fashioned transverse springs were still used. The new body featured door bottoms that flared out over the running boards, allowing for wider seats and interiors, with 2 inches of extra head room. Civilian production ceased in 1942 as the plant was converted exclusively for war production.

 

When production resumed in 1946 the most noticeable difference between the 1942 and 1946 Mercurys was a new grille with thin vertical bars surrounded by a trim piece painted the same color as the car. Changes were

limited for the 1947 model year with different model scripts, and hubcaps, chrome plated head lamp bezels and a refreshed interior.

 

To all intents and purposes the final 1948 model year cars were identical apart from different instrument dials and the omission of a steering column lock.

 

Diolch yn fawr am 66,623,741 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 66,623,741 amazing views, enjoy and stay safe

 

Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-189

   

156414 approaches Attenborough station heading for Leicester, 19th March 2008.

 

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. 156414 is one of eleven class 156 units currently operated by East Midlands Trains although it still retains its Central Trains livery.

 

Coachwork by Henri Chapron

 

Bonhams : the Zoute Sale

Sold for € 218.500

 

Zoute Grand Prix 2017

Knokke - Zoute

België - Belgium

October 2017

 

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch, and steering. 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 top-of-the-range models until earlier this year. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox.

 

Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. (Chapron's first convertibles had been produced independently of Citroën, but the factory eventually gave the project its blessing). Henri Chapron started his career in the motor industry as an upholsterer's apprentice, working for various coachbuilders in the Paris area. In 1919 he started his own business in the well-to-do Parisian suburb of Neuilly-sur-Seine where his main activity was re-bodying cars that had been requisitioned in wartime by the French Government. Chapron moved to larger premises in Levallois-Perret in 1923 and became the official builder of coach and convertible models for Delage and Delahaye, going on to body many of the most elegant French and European automobiles of the inter-war period.

 

Despite a much-reduced demand for bespoke coachwork after WW2, Chapron survived thanks to his exemplary creations for Delahaye, Talbot and Salmson, switching to offering bespoke versions of unitary construction models when motor manufacturers began to abandon the traditional separate chassis frame. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car.

 

Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.

 

According to the Henri Chapron Attestation on file, this car was built by Citroën in November 1966 and sent to the Charon Factory in Levallois Perret on the 24th of that month. Production number '9088', this car was built in the Chapron workshops as were all the convertibles marketed by Citroën at this time. It was completed on 28th February 1967 and returned to Citroën to be sold by one of the company's concessionaires. Citroën had introduced the superior green Light Hydraulic Mineral (LHM) fluid on all hydro-pneumatically suspended models in September 1966, making this car one of the first to benefit from this advance. Having the pre-facelift nose and the green LHM system makes this car particularly rare; indeed we are advised that only 42 DS21 Décapotable models were completed to this specification.

 

On 27th March 1967 the DS was sold new via the Citroën dealer in Nice to its first owner, Mr Jean Thore of Eze in the South of France. Mr Thore and Mme Dominique Thore enjoyed the car for 34 years. They always kept it at Eze and covered approximately 90,000 kilometres during their ownership.

 

In 2001, Australian Mr John Plooy was looking for a 'green fluid' DS21 Cabriolet and chanced upon this car. He wanted to keep the Citroën in the Netherlands and use it for annual trips to Italy. When the car arrived in Holland, Mr Plooy immediately sent it to marque specialist Bart Kocken; it turned out to be in excellent original condition, with no rust or evidence of past accident damage. Mr Plooy commissioned a mechanical overhaul of anything that required it, and had the car repainted and a new convertible top fitted.

 

This Décapotable retains its original chassis, body panels, interior, Jaeger dashboard, carpets and FM radio, and is in excellent original condition overall, something seldom encountered with these cars. Mr Plooy drove the DS only some 10,000 kilometres over the years, and in 2017 decided to sell it, having reached the age of 80 years. Offered with its original tools, jack, Chapron paperwork, etc, this rare and ultra-desirable soft-top DS is ready for the next owner to use and enjoy.

See more car pics on my facebook page!

 

From 1974 to 1982, Lotus produced the 4-seat, considerably larger Type 75 and later Type 83 Elite.

 

Lotus' first saloon car was front engined with rear wheel drive. Like all production Lotuses since the Elan, the Elite used fiberglass for the hatchback bodyshell, mounted on a steel backbone chassis evolved from the Elan andEuropa. It had 4-wheel independent suspension using coil springs. The Elite was Lotus' first car to use the 907aluminium-block 4-valve, DOHC, four-cylinder, 1973cc, developing 155 bhp. (The 907 engine had previously been used in Jensen-Healeys.) The 907 engine ultimately became the foundation for the 2.0 L and 2.2 L Lotus Espritpowerplants, the naturally aspirated 912 and the turbocharged 910. The Elite was fitted with a 4 or 5 speed gearbox and from January 1976 automatic transmission was optional.

 

The Elite had a claimed drag co-efficient of 0.30 and at the time of launch it was the world's most expensive four cylinder car.

 

Elites were available in 4 main specification variations, 501, 502, 503, and later on 504.

501 was the 'base' version.

502 added air conditioning to the specification of the 501.

503 added power steering to the specification of the 502.

504 added automatic transmission to the specification of the 503.

The Elite was the basis for the Eclat, and the later Excel 2+2 coupes.

 

Regarding performance, the Elite and the related Éclat are notable in that the stock kerb weight is not much over 2,000 lb (907 kg). Once the motors reach their power band, both acceleration and handling are impressive for cars of the era.

  

(Wikipedia)

 

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

Production 12,066

Registration Number RUT 513 G (Leicestershire)

TRIUMPH ALBUM

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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 independent 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 necessitating 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 similar to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph

 

Diolch am 83,874,675 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

 

Thanks for 83,874,675 amazing views, every one is greatly appreciated.

 

Shot 25.07.2021 at Beaumanor Hall, Woodhouse, Leic. 148-149

 

Coachwork by Zagato

n° 96 of 99

Chassis n° SCFAE22353K700096

 

Estimated : CHF 380.000 - 500.000

Unsold

 

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

 

Co-judges at California's Pebble Beach Concours d'Elegance in 2001, Dr Ulrich Bez, CEO of Aston Martin, and Andrea Zagato of the eponymous Italian design house, conceived the idea of an exclusive sports car recalling the beautiful DB4 GT Zagato, a mere 19 of which were made in the early 1960s. (Arguably the most desirable of post-war Aston Martins, the DB4 GT Zagato captured the imagination of enthusiasts like few cars before or since, a state of affairs that led to its resurrection in the late 1980s/early 1990s when a further six cars were sanctioned by the works). The model chosen as the basis for the two companies' new joint venture was the DB7 Vantage supercar.

 

Like its illustrious predecessor, the DB7 Zagato has a shortened wheelbase and only two seats, but unlike the DB4 GT Zagato, which was a lightweight 'homologation special' for competition use, its 21st Century equivalent was conceived as a luxury grand tourer. The DB7 Zagato was styled at the Italian carrozzeria's Turin base by Nori Harada, a pupil of the famous Ercole Spada, designer of the DB4 GT Zagato. Given the extent of Zagato's planned alterations, the car was based on the strengthened open-top bodyshell of the DB7 Volante. Bodies were despatched to Turin for shortening and altering to incorporate Zagato's trademark 'double bubble' roof before returning to Aston Martin's Bloxham factory for trimming and finishing. Sleek and muscular, the DB7 Zagato, with its referential grille, long bonnet, and truncated tail, marked a return to the styling that made the DB4 GT Zagato an all-time classic.

 

Shorter, lighter, and with its 6.0-litre V12 engine delivering a maximum output of 440bhp, 20bhp more than the standard DB7 Vantage, the Zagato offered superior performance. The suspension and brakes were upgraded also, while the interior - Spartan yet comfortable like that of the DB4 GT - boasts unique untreated leather upholstery, designed to wear and age around the owner.

In July 2002 the DB7 Zagato was unveiled to selected potential customers at an exclusive preview at Savile Row tailors, Gieves & Hawkes. Production was limited to only 99 units for delivery in 2003, thus guaranteeing their status as collectible classics of the future.

 

Number '96' of the 99 cars produced, this very late example was built in June 2003 and first registered in December of that year. A desirable manual transmission model, the Zagato was delivered new in February 2004 by Kroymans Aston Martin in Holland to Mr Mak Van Waay (see pre-order correspondence on file). In 2006 the Aston moved to Germany where it was registered by a Mr Berthold, and in 2012 found its way to Switzerland. The current owner bought the car to add to his distinguished Aston Martin collection. Used sparingly, this beautiful Zagato is untouched and remains highly original. Presented in excellent condition, this exclusive and exotic Aston Martin is offered with a Certificate of Conformity, Swiss registration papers, Abgas-Dokument, and its personalised DB7 Zagato book with badge ('DB7 Zagato, car 096 of 099').

'Networker Classic' prototype, what would of been the BR class 424 seen here stored at Litchurch Ln Works in Derby.

 

This vehicle was originally a 4-CIG driving trailer 76112. The "Networker Classic" concept involved rebuilding Mark 1 design Southern Region EMUs of Classes 411, 421 and 423 to meet current crash-worthiness standards. This involved building a new bodyshell on the existing chassis, but keeping the original electrical and motor equipment. Therefore, the aim was to produce a 'new' unit at one quarter the cost of manufacturing a train from scratch. The rebuilt units would have had a life of at least fifteen years, thus saving considerable amounts of money when replacing old stock. However, for some reason the project was not successful, and train companies turned to new-build trains of Classes 375, 376, 377, 444, 450, 458, and 460 from various manufacturers.

Ford Escort (5th Gen) XR3i (1990-97) Emgine 1796cc S4 Fi Zetec

Registration Number K 920 YTX (Cardiff)

FORD EUROPE

 

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The Escort MarkV (and Mark III Orion saloon) arrived in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension (instead of the Mark III's fully independent layout). This model however was poorly received by the motoring press, and was panned by journalists for its mediocre driving dynamics and unremarkable styling. n early 1992, an all new Zetec 16-valve engine was launched bringing improved driveability, while also marking the return of the XR3i which was available with two versions of the 1.8 L Zetec

 

Stung by the criticism of the original Mark V, which had remained popular with the motoring public Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort convertible and hatchback's case, a new rear end. A new 1.6 L 16-valve 90 bhp (66 kW) Zetec engine was introduced, replacing the previous CVH. Fuel injection was now standard on all petrol models, and Ford introduced a four-wheel-drive variant of the RS2000,

 

Thankyou for a massive 54,754,413 views

 

Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-142

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 175.000 - 225.000

 

Parijs - Paris

Frankrijk - France

February 2018

 

- Totally original and in 'like new' condition

- The desirable more powerful 4.9-Litre version

- Fully matching numbers and colours

- Believed-genuine circa 2.700 miles (approximately 4.300 km) from new

- Last serviced in 2013 (cost $ 25.000)

 

'For a man who wants the last word in sports cars, a mid-engined machine is essential. Racing single-seaters are built to this configuration and so the mid-engined car must be right!

'It is thus of great interest that the famous Maserati firm, which has tended to be somewhat conservative in recent years, has now placed an advanced mid-engined coupé on the market.' – John Bolster, Autosport.

The highlight of 1971 Geneva Salon was undoubtedly the sensational new Maserati Bora. With the Bora's introduction, the great Modenese manufacturer followed other supercar constructors in going mid-engined while at the same time abandoning its traditional tubular chassis technology in favour of unitary construction. Named after an Adriatic wind, the Bora was the work of Giorgetto Giugiaro's Ital Design, at least as far as its bodyshell was concerned; the mid-mounted engine was Maserati's familiar four-cam V8 in 4.7-litre form, the five-speed transaxle came from ZF and the all-independent double-wishbone suspension was penned by Giulio Alfieri, co-designer of the legendary 250F Formula 1 Grand Prix car. One of the first 'new generation' models to appear following Maserati's acquisition by Citroën, the Bora used the latter's hydraulic technology to adjust seats and pedals, raise the headlamps and operate the excellent power-assisted brakes. A slippery shape plus 310 bhp made for a very fast car - top speed was over 160 mph (258 km/h) - and the Bora had acceleration, handling, and braking to match.

 

By January 1976, Maserati's management apparently had discussed shelving the Bora but later that year decided to continue, though with an enlarged 4.9-litre V8 engine. Only some 25 Boras were made that year, and the total produced from 1971 to 1978 was only 564. The type was finally phased out in 1979. Motor magazine concluded its March 1973 road test thus: 'The Bora impressed us as one of the best and most civilised mid-engined exotics we've tried, better developed than most of its ilk and immensely rewarding to drive, especially to drive fast on cross-country roads.' What more could any enthusiast want?

The Bora was a stunning supercar by any standards, both then and now.

 

Supplied new in the USA, this desirable 4.9-litre example was delivered via Grossman Motor Car Corporation in West Nyack, New York to its first owner, Mr Gerald Lustig, on 11th October 1973. Mr Lustig kept the Maserati until 2001 when it was acquired by collector, Carl Lopp, who owned it until 2013. The next owner commissioned marque specialist, Auto Turismo Sport of New Milford, Connecticut to carry out a thorough re-commissioning and preparation for concours display. Completed towards the end of 2013, these extensive works included replacing the cooling system hoses, hydraulic brake lines, and the exhaust system. Related invoices (for $ 25.000) are on file and the car also comes complete with all its original Maserati instruction books, guarantee card, service booklet, tools, and service records from 1973 to date. The file even contains an original Grossman Motor Group business card and operating manuals for the radio and Varta battery!

Imported into the Netherlands in 2016, this superb Bora has covered a believed-genuine circa 2.700 miles (approximately 4.300 km) since delivery and is presented in 'like new' condition, running and driving without fault. A rare find indeed.

Northern 150207 basks in the morning sunshine stabled in one of the east end bay platforms at Chester, 8th November 2017.

 

Unit History

150207 is one of the final batch of eighty five class 150 two-car units which were built at York in 1986/87 and are now over thirty years old. They had different interiors and front end gangways 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. 150207 was initially allocated to Newton Heath and has I believe remained there for its entire career. I first came across 150207 on the 27th May 1988 at Leeds.