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

 

Registration Number D 163 BGM (Reading)

PANTHER SET

 

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

 

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

 

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

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

Nicely finished though the cockpit was a little narrow.

 

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

 

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

 

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

 

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

 

Vanden Plas Princess 1500 (1974-80) Engine 1485cc S4 OC Tr. Production 11842

Registration Number VMA 96 W (Chester)

VANDEN PLAS ALBUM

www.flickr.com/photos/45676495@N05/albums/72157623863135636/

 

The Austin Allegro is a small family car that was manufactured by the Austin-Morris division of British Leyland (BL) from 1973 until 1982 over three generations. The original styling proposal, by Harris Mann, had the same sleek, wedge-like shape of the Princess, but because British Leyland management, keen to control costs, wanted to install the existing E-Series engine and bulky heating system from the Marina, it became impossible to incorporate the low bonnet line as envisaged: the bodyshell began to look more and more bloated and tubby. With the Allegro, the BL avoided the full extent of badge engineering that had defined the marketing of its predecessor, it nevertheless introduced the upmarket an upmarket Allegro, branded as the Vanden Plas 1500/automatic. This featured a prominent grille at the front and an interior enhanced by a range of modifications designed to attract traditionally inclined customers, including: special seats upholstered in real leather, with reclining backrests; deep-pile carpets; extra sound insulation; a new instrument panel in walnut; walnut folding tables for the rear passengers; nylon headlining; and for the luggage, a fully trimmed boot. In 1974, a time when the UK starting price for the Austin Allegro was given as £1159 BL was quoting, at launch, a list price of £1951 for the Vanden Plas 1500, the Allegro name was not used.

  

The Venden Plas 1500 was based on the second generation (1975-79) Allegro, and like the Allegro featuring hydrogas suspension and in this guise transverse Maxi style overhead cam engines and a five speed gearbox.

 

Diolch am 97,662,715 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

 

Thanks for 97,662,715 amazing views, every one is greatly appreciated.

 

Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-346

  

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.

Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

Max Planckstraat 10/09/2018 15h57

This 1986 Mercury Colony Park stationwagon is often parked in this area. A beautiful woodgrain 8 passenger station wagon, perhaps a bit too big for the narrow streets of the Watergraafsmeer but a great classic! This car is part of the 6th generation of the Colony Park series.

 

Mercury Colony Park

The Mercury Colony Park is a full-size station wagon that was marketed by the Mercury division of Ford Motor Company between 1957 and 1991. Distinguished by its simulated wood-grain paneling, the Colony Park was marketed as either the premium-trim or the sole full-size station wagon offering of the division. Following the demise of Edsel, full-size Mercury and Ford vehicles adopted similar bodyshells, with the Colony Park becoming the counterpart of the Ford Country Squire until their discontinuation.

As the minivan and four-door SUV segment expanded in the late 1980s, sales of full-size station wagons declined, including the Colony Park. As the Ford Crown Victoria and Mercury Grand Marquis sedans underwent a major redesign for the 1992 model year, the station wagon body style was dropped from the model lineup, leaving the Colony Park with no direct replacement (through the closure of the Mercury brand).

In a revision of the Mercury product range, the Colony Park was moved to the Grand Marquis model line, the flagship of the Mercury brand. Effectively, it placed the Colony Park above its Country Squire counterpart in terms of trim; also, the decision also cleared room for a Marquis station wagon without woodgrain trim.

 

FACTS & FIGURES

Manufacturer: Mercury (Ford)

Production: 1957–1991 (6th generation: 1979 - 1991)

Assembly: St. Louis, Missouri / Pico Rivera, California / Atlanta, Georgia / Mahwah, New Jersey

Production: 124,027 produced

Related:Ford LTD / Ford Country Squire / Ford LTD Crown Victoria / Mercury Grand Marquis / Mercury Marquis

Length: 5,563 mm

Width: 2,014 mm

[ Wikipedia ]

Austin Maxi 1500 (1969-81) Engine 1748cc S4 OC 95bhp

Production 450,000

Registration Number SFC 140 X (Oxfordshire)

AUSTIN SET

www.flickr.com/photos/45676495@N05/sets/72157623759808208...

 

The Austin Maxi is a medium-sized, 5-door hatchback family car produced by the Austin division of British Leyland between 1969 and 1981. The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group it was the last car designed by Sir Alec Issigonis and the first new model released under the British Leyland banner. The Maxi was launched in Oporto, Portugal, on 24 April 1969, in a blaze of publicity

 

Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission, a rare innovation among family cars of the day. Power came from a 1,485 cc (90.6 cu in), E-Series petrol engine which would later be used in other British Leyland products, such as the Austin Allegro. The 1750 and twin-carburettor 1750 HL models, added to the range in 1971, offered good performance by the standards of the era, with a top speed of 97 mph against 90mph with the smaller engine.

 

Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800, giving the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors). The Maxi featured a spacious interior, comfortable passenger accommodation, competitive prices and reasonable running costs One unusual feature of this car was that the rear seat back, as well as folding forward as in a conventional hatchback, also folded back. In combination with fully-reclining front seats, this gave satisfactory, if spartan, sleeping accommodation.

 

Towards the end of the Maxi's life, in 1980, a lightly revised model was marketed as the Maxi 2

 

The Maxi was replaced with the introduction of the Maestro which also replaced the smaller Allegro in August 1981

 

Diolch am 99,605,936 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

 

Thanks for 99,605,936 amazing views, every one is greatly appreciated.

 

Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-070

Plymouth Barracuda (3rd Gen) (1970-71) Engine 402 (6682 cc) cu in V8

Race Bernies V8s and Historic Outlaws

Driver 48 Matt Snowball

Decals Plymouth

PLYMOUTH SET

www.flickr.com/photos/45676495@N05/sets/72157623690509863...

 

The Plymouth Barracuda is a two-door car that was manufactured by Plymouth from the 1964 to 1974 model years, the first generation (1964-66) was based on the Plymouth Valiant, the second generation (1967-69) was also based on the Valiant though heavily redesigned.

 

PLYMOUTH CUDA - Matt Snowball.

This remarkable car is a racing replica of one of the two Cuda's built for Plymouth by and raced by Dan Gurney's AAR (All American Racing). It seems Chrysler were keen to promote their new for 1970 Plymouth ’Cudas and Dodge Challengers and engaged Gurney to create two cars to be driven by Dan and Swede Savage, the cars would take 50 AAR employees more than 75,000 hours to construct the Challenger and three ’Cudas for the 1970 season, using bodyshells straight from the production line. Matt Snowball's took one year.The 1970 season was the only time all the major auto manufacturers competed in the Trans Am series. Gurney raced ’Cuda number 48 alongside team-mate Swede Savage in 42. After just two races Chrysler cut the budget which stopped development and forced Gurney to become a one-car team. Gurney largely left the driving to Savage who raced 10 of the 11 events managing three poles, a couple of fastest laps and a best finish of 2nd at Road America.

The remarkable story of Matt Snowballs creation of this unique car is best told in this splendid article from CLASSIC AMERICAN magazine - enjoy

www.classic-american.com/the-man-who-built-himself-a-dan-...

 

Diolch am 98,075,840 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

 

Thanks for 98,075,840 amazing views, every one is greatly appreciated.

 

Shot 18.09.2022, at the MSVR Club Car Championships, Donington Park, Leicestershire 165-055

In its rather unappealing all over white livery 156419 pauses at Stowmarket working 2W09, 08:44 Cambridge – Ipswich, 3rd August 2016.

 

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 156419 on the 13th July 1988 at Derby, twenty eight years ago.

 

Coachwork by Zagato

Chassis n° 000590

 

Zoute Sale - Bonhams

Estimated : € 60.000 - 90.000

Sold for € 93.150

 

Zoute Grand Prix 2021

Knokke - Zoute

België - Belgium

October 2021

 

"With little in the range of much performance intent, out of nowhere Alfa Romeo showed something called the ES30 design study at the 1987 Geneva motor show. The Alfa Romeo SZ was born. Those of a younger disposition might know Alfa Romeo products to be attractive, but underwhelming to drive. Well, the SZ was the other way around. Affectionately nicknamed 'Il Mostro', Alfa Romeo's Frankenstein shocked for many reasons, not least its brutalist styling." – evo magazine.

 

Reviving its tradition of building special-bodied Alfa Romeos, including the original SZ (Sprint Zagato) competition coupé of the late 1950s and early 1960s, Carrozzeria Zagato unveiled the outrageous new SZ at the Geneva Salon in March 1989. Under development for the preceding 19 months, the SZ was a joint project that also involved the styling departments of both Alfa Romeo and its parent company, FIAT, whose Robert Opron, formerly with Citroën, was responsible for the initial sketches. There are examples of other Opron-inspired masterpieces – the Citroën SM and Citroën CX – in this very sale. Opron's colleague Antonio Castellana was largely responsible for the final styling details and interior. The SZ lacked Zagato's characteristic 'double bubble' roof, while it has been suggested that its controversial styling resulted from early experiments with CAD/CAM (computer-aided) design. The SZ was built at Zagato's factory at Terrazano di Rho.

 

Originally typed 'ES 30' (Experimental Sports 3.0-litre) but known popularly as 'Il Mostro' (The Monster) the aggressive-looking two-seater coupé eschewed the rounded styling and aluminium-alloy coachwork hitherto associated with Zagato's high-performance Alfas in favour of an angular bodyshell crafted in lightweight moulded plastic - alloy roof excepted - which was bonded to the floor pan of the existing Alfa 75. Nowadays, smaller multiple light sources are relatively commonplace, which makes the controversial SZ, with its two clusters of three small headlights, recessed into the wide front grille, a design was ahead of its time.

Lessons learned from the latter's IMSA racing programme influenced the SZ's suspension, which endowed the car with superlative handling and roadholding, some drivers recording lateral cornering forces of up to 1.4G during testing. Suspension development was overseen by engineer Giorgio Pianta, formerly team manager of the FIAT and Lancia works rallying teams. There were Koni adjustable hydraulic dampers all round and power assisted steering, but no ABS.

 

Powering the SZ to its highly respectable 245km/h top speed was a 210bhp version of Alfa's superb 3.0-litre four-cam V6. Designed by Giuseppe Busso, Alfa's V6 is widely recognised as one of the finest power plants of recent times, and it is certainly one of the most glorious sounding sixes ever.

The SZ's excellent performance was achieved thanks partly to the body's exceptionally low drag coefficient of 0.30 Cd, the product of many hours spent in FIAT's wind tunnel. The engine was mounted longitudinally and drove the rear wheels via five-speed manual transaxle transmission.

Demand for the 1,000-or-so SZs scheduled for series production greatly exceeded supply. There was also an even rarer open spyder version: the RZ. By the time production ceased, Zagato had built only 1,036 SZ coupés, and today this rare and highly individual supercar is much sought after

  

The limited edition Alfa Romeo SZ was only manufactured in left-hand drive form, and this pristine example was delivered new in its native Italy and first registered in 1994. It has covered fewer than 1,300 kilometres from new. As such, it is presented in wonderful condition both inside and out. Importantly, it is accompanied by a set of original owner's manuals, car cover and Italian registration papers. A wonderful opportunity to acquire one of these ultra-rare Zagato-built Alfa Romeos that can only become increasingly collectible.

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

Place: Schijndel

Powered by English Electric engines and built at the South Australian Railway Workshops at Islington, the 900 class bodyshell was inspired by the US Alco PA1 streamliners. In the twilight of their career, 906/907 head a broad gauge Peterborough bound freight through the Adelaide Parklands on 2 November 1982.

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.

Vauxhall Corsa (Corsa F) SE SRi Premium (2019-on) Engine 1199cc S3 Turbocharged 99hp (100 PS)

Registration Number BG 70 GAO (Birmingham)

VAUXHALL ALBUM

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

 

The sixth generation Corsa was originally intended to be released in the the quarter of 2017, on a GM platform, however following it was cancelled in the wake of the takeover by the PSA Group. With the cancelled project reaching production in a sedan form as the Buick Excelle in China

 

The Corsa then went back to the drawing board thus the Corsa F became the first Opel/Vauxhall model developed under the PSA ownership. Its exterior was designed by Martin Schaufler as a five door Hatchback the new model debuted at the 2019 Frankfurt Motor Show.

 

The Corsa F supermini marks the arrival of new petrol and diesel engines as well as an all-electric Corsa-e into the range. Two petrol engines and one diesel engine are available, starting with the 1.2-litre three-cylinder engine that produces 75 bhp and comes with a five-speed manual gearbox as standard. Sitting above is a three-cylinder 1.2-litre turbo PureTech engine which is shared with Peugeot and Citroen models and produces 99 bhp and 205 Nm of torque. It comes with a six-speed manual or eight-speed automatic gearbox option. The diesel engine is a BlueHDi 1.5-litre four-cylinder diesel, producing 99 bhp and 250 Nm of torque.

 

The car is lighter than the previous generation, with lighter underpinnings redesigned bodyshell and new aluminium engines . A new aluminium bonnet will also replace the previous generation's steel unit. The Corsa Fis slightly larger than its predecessor, with a larger body and longer wheelbase to allocate more interior and boot space

 

A facelift was unveiled on 24 May 2023, featuring a new front fascia features the brand's Visor front end, new exterior colours, a new steering wheel, new shifter for automatic transmission, new seat designs, updated technology and powertrains

 

Diolch am 89,012,031 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 89,012,031 amazing views, every one is greatly appreciated.

 

Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-399

Ford Escort 100E (1955-61) Engine 1172cc S4 SV Production 33,131

Registration Number WEL 225 (Bournemouth)

Ford (UK) Set

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

 

The 100E Escort and its sister car the Squire 100E were two door four seat small Estate cars. There had previously been Utelicon conversions of the Ford 5cwt van, but these were Fords first factory built small wagons.

related to the Ford Prefect 100E four-door saloon, sharing the same 1,172 cc (71.5 cu in) Ford sidevalve 36 bhp (27 kW) engine and other parts, they used the short doors of the four door Saloon because the bodyshell was optimized for use as a panel van (which was marketed as the Thames 300E). The rear door was in two pieces split horizontally. The rear seat could be folded flat to convert from a four-seater to a load carrier.

The Squire was the more expensive of the pair, better trimmed and competing in the same market sector as the Hillman Husky and Austin A30 / A35 based estate, both significantly more popular in the UK than longer estates at the time. Until 1957 the Squire featured wood trim pieces screwed to the sides of the vehicle

The Escort was a cheaper option, which proved more popular with 33,131 sales against 17,812 of the Squire. a mechanically identical estate car but based on the cheaper Ford Anglia, rather than the Prefect.

 

Many thanks for a fantabulous

44,196,010 views (adjusted and readjusted during FLICKR re-engineering, reduced by around 650,000)

 

Shot 23.08.2015 at Lupin Farm, Classic Vehicle Gathering, Orgreave, Alrewas, Staffordshire - Ref 109-897

 

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

   

Chassis n° 904-061

 

RM Sotheby's

Place Vauban

Parijs - Paris

Frankrijk - France

February 2020

 

Estimated : € 1.600.000 - 1.800.000

Sold for € 1.917.500

 

While Ferdinand ‘Butzi’ Porsche is best known for his landmark 901/911 design, he also penned the beautiful 904 GTS coupe. This stunning two-seat, dual-purpose sports car was the first Porsche to wear an aerodynamic and lightweight glass-fibre bodyshell. Its powerplant was the sophisticated quad-cam, air-cooled, opposed four-cylinder engine carried over from the 356 Carrera, mounted amidships. A small number of late-production cars were fitted with six-cylinder engines from the 906. A total of 108 chassis were constructed by the factory, plus a few more later from spare parts.

 

The Kardex of chassis no 904-061 states that it was completed 4 March 1964 and delivered to its first owner through Glöckler of Frankfurt on 8 April. Finished in Signal Red with a blue cloth interior, this chassis was fitted with engine number P99045 (Type 587/3) and gearbox number 904061 (Type 904/0). Its Kardex indicates the car was retained by Glöckler until at least September, by then having accrued 6,500 km. Historical records show the car being sold to a Portuguese enthusiast, believed to be a Mr Dos Santos, who drove the car on a tour of Portugal. Around 1969 the car was acquired by noted French driver Raymond Touroul.

 

According to Rolf Sprenger and Steve Heinrichs’s Porsche Carrera: The 4-Cam Motor and the Early Years of Porsche Motorsport, Touroul raced with this 904 at a handful of events in period, including with co-driver Pierre Pagani at the 1969 Tour de France, where the car retired. Touroul appeared at the Coupes de Vitesse at Montlhéry in May of 1971, finishing 4th overall. He raced twice at Albi, finishing 3rd overall in 1971 and 3rd in class in 1972, which was his final listed event in the car.

 

Circa 1980 the car was restored and repainted in its original Signal Red and trimmed in cream leather. By 1988 the car reportedly had accrued barely 13,000 km. By the late 1990s, the car had been purchased by enthusiast and collector Alain Salat. In 2000 it was entrusted to a marque specialist, who repainted the car Silver Metallic and installed a new black interior. The original four-cam engine was found to have been damaged and was replaced by a period-correct, magnesium-cased, twin plug, Type 906 two-liter, six-cylinder engine. In 2007 it was purchased by the current owner. He decided to restore the original engine to its former glory, yet did not fit it to the car in an effort to preserve it for future use. This engine is now out of the car, has been dyno tested, and is offered complete with flywheel, cooling turbine, carburettors, and ignition system. Following the restoration, the car appeared at the 2010 Le Mans Classic.

 

The car is supplied with its FIA Historic Technical Passport issued in 2008, a significant history file, and a second set of wheels. Presently showing 24,000 km, believed to be original, and benefitting from a clear ownership history, this 904 is one of the most original examples RM Sotheby’s has had the pleasure of offering. It is ready for vintage touring and rallying, with its amazing Type 906 six-cylinder engine, or, should its fortunate next owner desire, it could be restored to factory original specification with its original four-cylinder engine, offering truly the best of both worlds.

The Lancia Fulvia (Tipo 818) is an Italian car introduced at the Geneva Motor Show in 1963 by Lancia and produced until 1976. Fulvias are notable for their role in motorsport history, including winning the International Rally Championship in 1972. On testing it in 1967, Road & Track summed up the Fulvia as "a precision motorcar, an engineering tour de force". Named after Via Fulvia, Roman road leading from Tortona to Torino.

 

The Fulvia was available in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan.

 

Specifications:

 

Chassis

 

The Fulvia Berlina was designed by Antonio Fessia, to replace the Lancia Appia with which it shared almost no components. The Appia was a rear wheel drive car, however, while the Fulvia moved to front wheel drive like the Flavia. The general engineering design of the Fulvia was identical to that of the Flavia with the major exception of the engine, the Flavia having a four-cylinder horizontally opposed engine and the Fulvia a 'Narrow Angle' vee configuration as featured on most production Lancias from the Lambda. The Fulvia used a longitudinal engine mounted in front of its transaxle. An independent suspension in front used wishbones and a single leaf spring, while a beam axle with a panhard rod and leaf springs was used in back. Four wheel Dunlop disc brakes were fitted to first series Fulvias. With the introduction of the second series in 1970 the brakes were uprated with larger Girling calipers all round and a brake servo. The handbrake design was also changed - using separate drums and brake-shoes operating on the rear wheels.

 

Engine

 

The V4 engine of a 1972 Fulvia Berlina

One element that was new was the narrow-angle V4 engine. Designed by Zaccone Mina, it used a narrow angle (12°53'28") and was mounted well forward at a 45° angle. The engine is a DOHC design with a one camshaft operating all intake valves and another operating all exhaust valves. The very narrow angle of the cylinders allowed for use of a single cylinder head.

 

Displacement began at just 1091 cc with 58 bhp (44 kW) with a 72 mm bore and 67 mm stroke. A higher (9.0:1) compression ratio and the fitment of twin Solex carburettors raised power to 71 bhp (53 kW) soon after.

 

The engine was bored to 6 mm to enlarge displacement to 1216 cc for the HF model. This, and some tuning, raised output to 80 to 88 bhp (60 to 66 kW).

 

The engine was re-engineered with a slightly narrower bank angle (12°45'28") and longer (69.7 mm) stroke for 1967. Three displacements were produced: 1199 cc (74 mm bore), 1231 cc (75 mm bore), and 1298 cc (77 mm bore). The new 1298 cc engine was produced in two versions; the type 818.302 produced 87 bhp (65 kW) at 6000 rpm and was fitted to 1st series Coupés, Sports and Berlina GTE and later to the 2nd Series Berlina. The Type 818.303 was first produced with 92 hp (69 kW) and was fitted to the 1st series Coupé Rallye S and Sport S. For the 2nd Series Coupé and Sport power was slightly reduced to 90 hp (67 kW) at 6000 rpm.

 

The engine was completely reworked for the new 1.6 HF with an even-narrower angle (11°20' now) and longer 75 mm stroke combined with a bore of 82 mm gave it a displacement of 1584 cc, and power ranged from 115 to 132 bhp (85 to 98 kW) depending on tune.

 

Coupé 1.3 S Montecarlo: 1972–73.

 

Special edition based on the 1.3 S, commemorating Lancia's victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to but different from the 1.6 HF bodyshell. Other accouterments included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Lancia_Fulvia

 

This Lego miniland-scale Lancia Fulvia Coupe 1.3 S Monte Carlo - has been created for Flickr LUGNuts' 106th Build Challenge, titled - 'Exclusive Edition!' - a challenge for vehicles made in a 'special edition' - for whatever reason.

Coachwork by Henri Chapron

 

Bonhams : the Zoute Sale

Estimated : € 240.000 - 320.000

Sold for € 425.500

 

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

 

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.

 

The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. 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 present-day top-of-the-range models.

 

In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced 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. 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.

 

The beautiful Citroën convertible offered here is the first of three DS23 IE cars built by the Chapron factory for 1973, and one of only four such examples with the 2.3-litre IE (fuel injected) engine. It was originally ordered by eminent Parisian Raoul d'Iray in October 1972 through the Citroën dealership in Paris 18th, 6 rue d'Oran. Carrying the Chapron build number '9414', this exceedingly rare car was finished in December 1972 and first registered in March 1973 under the Parisian number '3304 ZB 75' to Mr Raoul d'Iray, 148 Avenue Louis Roche, Gennevilliers/Seine, France.

 

At that time, Henri Chapron's cars were no longer sold through the Citroën dealer network, and every car that Chapron transformed had to be approved by the French licensing authority (the 'Service des Mines') before it could be registered. These papers accompany the car. The DS remained in Raoul d'Iray's ownership for a decade. It then passed to a Mr Van Houten, remaining with him for a further decade before passing to Mr Jaap Knap, a Citroën dealer.

 

Last publicly offered for sale in 2006 at Rétromobile, this rare Citroën DS23 IE Décapotable was purchased by the car collector and hugely successful fashion entrepreneur, Mr Kevin Stanford, who registered it in the UK with his personal registration plate, '56 KS'.

 

For the next 12 years the car was enjoyed by Mr Stanford and his family before being purchased by a UK car collector. Since then it has received a detailed mechanical overhaul at the hands of the widely respected UK-based Citroën specialist, Olivier Houiller of French Classics Ltd. Recent receipts totalling over £15,000 accompany the car, as does the extensive Chapron build documentation that was provided by Noëlle-Eleonore Chapron, Henri Chapron's daughter.

This magnificent and very rare piece of French motoring history is 'on the button' and ready to be enjoyed. An eye-catcher at any gathering, it comes with the aforementioned documentation and is currently registered in the UK.

The Jaguar XK is a luxury grand tourer introduced in 2006, where it replaced the Jaguar XK8. The XK introduced an aluminium monocoque bodyshell, and is available both as a two-door coupé and two-door cabriolet/convertible.

 

Making its debut at the 2011 Geneva Motor Show, the Jaguar XKR-S is the most extreme expression yet of Jaguar's passion for building beautiful, fast cars. For the first time with a series production car, Jaguar gains entry to the exclusive '300kph club' thanks to the effortless performance of the supercharged 5.0-litre AJ-V8 engine. A revised fuelling map means the direct-injection powerplant now produces 550bhp and 680Nm of torque.

 

Source: Wikipedia and Netcarshow

 

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Camera: Nikon D300S

Exposure: 0.013 sec (1/80)

Aperture: f/2.8

Focal Length: 17 mm

ISO Speed: 250

 

If you like my pictures, why wouldn't you like my Facebook page!? Robin Kiewiet Photography

A selection of ex-London Transport 1938 Tube Stock vehicles languishing at BR's Strawberry Hill depot. Following the sale of the remaining cars of 1938 stock to BR for use on the Isle of Wight, most were initially transferred to Strawberry Hill. The DMs were then taken to Eastliegh for refurbishment while the Trailers and NDMs (together with various other spare vehicles) remained at Strawberry Hill where they were stripped for spares before being scrapped. By June 1990 the remaining cars were in a very sad state.

 

The vehicles seen here are (L to R) 11172, 012211, 012259, 10139 and the grounded bodies of L148, 12027 and 12112. L148 had been converted to a ballast motor car in 1977 from DM 10022. 12027 was previously in the "Starlight Express" 7-car train that was returned to near-original cosmetic condition towards the end of the stock's life on the Bakerloo line. 11172 and 10139 eventually made their way to the Isle of Wight as spare bodyshells but never ran in service again.

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.

  

Chassis n° 904-061

 

RM Sotheby's

Place Vauban

Parijs - Paris

Frankrijk - France

February 2020

 

Estimated : € 1.600.000 - 1.800.000

Sold for € 1.917.500

 

While Ferdinand ‘Butzi’ Porsche is best known for his landmark 901/911 design, he also penned the beautiful 904 GTS coupe. This stunning two-seat, dual-purpose sports car was the first Porsche to wear an aerodynamic and lightweight glass-fibre bodyshell. Its powerplant was the sophisticated quad-cam, air-cooled, opposed four-cylinder engine carried over from the 356 Carrera, mounted amidships. A small number of late-production cars were fitted with six-cylinder engines from the 906. A total of 108 chassis were constructed by the factory, plus a few more later from spare parts.

 

The Kardex of chassis no 904-061 states that it was completed 4 March 1964 and delivered to its first owner through Glöckler of Frankfurt on 8 April. Finished in Signal Red with a blue cloth interior, this chassis was fitted with engine number P99045 (Type 587/3) and gearbox number 904061 (Type 904/0). Its Kardex indicates the car was retained by Glöckler until at least September, by then having accrued 6,500 km. Historical records show the car being sold to a Portuguese enthusiast, believed to be a Mr Dos Santos, who drove the car on a tour of Portugal. Around 1969 the car was acquired by noted French driver Raymond Touroul.

 

According to Rolf Sprenger and Steve Heinrichs’s Porsche Carrera: The 4-Cam Motor and the Early Years of Porsche Motorsport, Touroul raced with this 904 at a handful of events in period, including with co-driver Pierre Pagani at the 1969 Tour de France, where the car retired. Touroul appeared at the Coupes de Vitesse at Montlhéry in May of 1971, finishing 4th overall. He raced twice at Albi, finishing 3rd overall in 1971 and 3rd in class in 1972, which was his final listed event in the car.

 

Circa 1980 the car was restored and repainted in its original Signal Red and trimmed in cream leather. By 1988 the car reportedly had accrued barely 13,000 km. By the late 1990s, the car had been purchased by enthusiast and collector Alain Salat. In 2000 it was entrusted to a marque specialist, who repainted the car Silver Metallic and installed a new black interior. The original four-cam engine was found to have been damaged and was replaced by a period-correct, magnesium-cased, twin plug, Type 906 two-liter, six-cylinder engine. In 2007 it was purchased by the current owner. He decided to restore the original engine to its former glory, yet did not fit it to the car in an effort to preserve it for future use. This engine is now out of the car, has been dyno tested, and is offered complete with flywheel, cooling turbine, carburettors, and ignition system. Following the restoration, the car appeared at the 2010 Le Mans Classic.

 

The car is supplied with its FIA Historic Technical Passport issued in 2008, a significant history file, and a second set of wheels. Presently showing 24,000 km, believed to be original, and benefitting from a clear ownership history, this 904 is one of the most original examples RM Sotheby’s has had the pleasure of offering. It is ready for vintage touring and rallying, with its amazing Type 906 six-cylinder engine, or, should its fortunate next owner desire, it could be restored to factory original specification with its original four-cylinder engine, offering truly the best of both worlds.

A continuation of that revolutionary design that put Peugeot on the map in terms of reliable automotive construction. Often considered the last great Peugeot, the 505 took many of the design traits from the legendary 504 and updated them to create a truly sublime car, a humble design with performance that couldn't be beat even by the best Land Rovers Solihull could make.

 

To trace the 505, you need to go back to the 504, which, by the time the 505 was launched in 1979, had established itself as the true conqueror of the Sahara Desert. The 504, which entered sales in 1968 as the company's flagship motor, combined a simple and somewhat mundane bodyshell with robust structural components, amazing suspension, simple mechanical design and, it's main party piece, and torque tube drive shaft, enclosed in a rigid tube attached at each end to the gearbox housing and differential casing, relieving drive train torque reactions. Within a couple of years the 504 had toppled the Camel's 3,000 year reign as king of the Sahara, and very soon was the primary mode of transport for weary travelers across the seemingly endless sand dunes. So fantastic was this car that it outsold Land Rovers in this region in spades, due largely to its barn-door design and incredibly robust reliability.

 

By 1979 however, Peugeot felt an update of this winning formula was necessary, and thus began work on the 505. Officially launched on May 16th, 1979, the 505 shared many mechanics from the 504, and was available in the same number of options ranging from the saloon to the estate, and eventually the 8-passenger Familiale version, which was introduced in 1982 at the Geneva Motor Show, essentially a People-Carrier but half the size and twice as likable!

 

There were also a multitude of other options considered by Peugeot throughout the years, none of which sadly made it beyond the prototype stage. These included a sporty coupe, a drophead cabriolet, a pickup truck and a large van. Though none of these ideas ever went into production (despite looking quite handsome, the coupe's especially), there were many conversions of the original cars, including use as ambulances, hearses, delivery trucks and even minibuses.

 

Cosmetically, the car was designed as a joint venture between Pininfarina and Peugeot's internal styling department, and is very similar to that of its smaller brother the 305. The original interior was designed by Paul Bracq, generally more well known for his work for Mercedes-Benz and BMW.

 

Motoring journalists were quick to praise the car for its great ride and brilliant handling, particularly on rough or unmade roads. Such reviews made it immediately popular in less developed countries, especially former French colonies such as Algeria, Cote D'Ivoire, Senegal and Mozambique. Seeing this popularity in their new machine, Peugeot quickly obliged this particular market with the Dangel, a four-wheel drive version with the ride height increased by large all-terrain tyres and wider wheel-arches to accommodate them. To cope with steep inclines or climbing over uneven surfaces, the Dangel was offered with either an intercooled 110hp Turbodiesel, or a 130hp 2.2L petrol engine. The gear ratios were also made shorter due to the larger wheels.

 

The interior styling was viewed positively in contemporary reviews, but the ergonomics were criticized, specific criticism coming from the inconvenient position of the ashtray behind the gear stick, which made changing gears on a manual version somewhat troublesome.

 

In 1986, the 505 was given a facelift and an all new interior (thankfully fixing the whole ashtray problem), and the company began the process of winding down the car's production in light of the launch of its replacement, the 405, in 1987. The Saloon version was ended in 1989 following the release of the company's new flagship, the 605, but the Estate version was still selling very well, and remained in production for another three years before the entire 505 range was axed in 1992. Another reason for the extended life of the 505 Estate was due to the possible development of a 605 Estate, thus the 505 attempted to provide a stop-gap until such a car was launched. However, the 605 Estate never came to fruition, the 405 Estate instead being the 505's spiritual replacement.

 

Nevertheless, the 505 did make a prominent impact on Peugeot's sales during the mid to late 1980's, being the last Peugeot model to be sold in the United States.Unique to the US were turbocharged station wagons, both with petrol and diesel engines. Popular and reliable cars, the 505's also became New York taxicabs throughout the 80's and into the 90's, though due to legislation regarding emissions and model turnover in 1996, most had been removed from revenue work by 2000.

 

The cars were also very popular in Australia, and were assembled under license originally by Renault Australia between 1980 and 1981, then by Leyland Australia between 1981 and 1983, the last products of the Enfield Plant. They also sold well in Argentina, where they're still popular as taxicabs in Buenos Aires, Chile, China, and New Zealand. Thailand also praised the 505, and into the late 1990's they were assembled as CKD (Complete Knock-Down) versions in Bangkok, due to the restrictions on importing completely built-up cars.

 

Overall, the 505 was a fantastically good car, and truly maintained the standard set by its predecessor. The car however sadly became a victim of the demon rust, especially in the colder, moister climates of Northern Europe, and thus here in the UK you'd be hard pressed to find them. In France you'd probably see a good number lingering on, but most of all you'd probably find a majority of 505's in Africa, especially ex-French colonies, where these things are probably being run on original parts!

Class 47/0 No.47295 comes out of Ipswich yard on 9th January 1999 with 4L89 Coatbridge - Felixstowe.47295 was new as D1997 on 3rd June 1966 at 50A York and withdrawn in March 2002 and moved to Brush Traction,Loughborough for partial stripping on 27th January 2003.Whilst at Brush she was sold to the Brush Type 4 Fund in February 2003 and the bodyshell moved to MOD Ashchurch for secure storage,then on to Long Marston.Preservation did not happen and she was cut up at EMR Kingsbury in July 2011.

 

20092 and 20064 are seen passing through Brocklesby Station with a train of steel coils from Grimsby.

 

In October 1961 20092 left the Robert Stephenson & Hawthorns works, Darlington as a 'Scottish' (large) cab window version and was numbered D8092. Initially allocated to Eastfield, it then did the rounds between there, Polmadie, Eastfield and Haymarket, until heading south to Tinsley in June 1973. By the time of this photo it had been an Immingham loco for over a year, remaining there until allocated to Thornaby in 1990, and then onto Bescot in 1991.

 

20092 continued working until late 1992 when it was one of two Class 20s (along with 20169) allocated to Central Services at Bescot. It received the unusual Grey / Red Central Services livery with 'Technical Services' logos and appeared at the Newport Rail Gala in September 1993. However, its duties were short-lived and it languished at Bescot until sold to DRS in 2000. On paper, it was then allocated to Longtown MOD depot (LT) but in 2006 its was owned by HNRC and transported by road to Barrow Hill Roundhouse, remaining there until being placed in storage at Long Marston. It returned again to Barrow Hill in 2016 but was stripped of components and appears to have been scrapped at EMR Kingsbury during August 2016.

 

The rear loco is 20064, which dates from the initial main batch of Class 20s built at the Robert Stephenson & Hawthorns works, Darlington. Entering service (as D8064) in June 1961, it was initially allocated to Sheffield Darnall, then moved to Tinsley in May 1964 and would remain there for over two decades. Renumbered to 20064 under TOPs (1973) its next milestone was to be repainted (March 1987 at Tinsley) in BR classic green livery and named 'River Sheaf' after the Sheffield river. The black and silver name was located in the middle of the red solebars but would disappear a few months later. 20064's sister Tinsley loco, 20030, was also painted the same and was named 'River Rother'. The pair went on to haul the Class 20 Locomotive Society 'Three to The Sea' Railtour (along with 20118) in May 1987.

 

By 1988, 20064 had been allocated to Immingham but had lost its red sole bars (painted green) and ran in the grimy condition seen here. It continued working for the next three years until withdrawn in September 1990. Officially it was scrapped in October 1991 (at MC Metals Springburn Works, Glasgow) but the remains of its bodyshell were still visible, nearly a year later, among a pile of other scrapped Class 20 bodyshells.

  

35mm Negative | Date: 30 June 1988 | © TJW: ROTWSI

  

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

     

Coachwork by Henri Chapron

Chassis n° 4609606

 

Bonhams : the Zoute Sale

Estimated : € 190.000 - 220.000

Sold for € 207.000

 

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

 

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.

 

The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. 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 until recently in top-of-the-range models.

 

In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced 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. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). 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.

 

Built in 1967 and first registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox and retains its original registration, '6394 UY 75'. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory.

 

In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in 1967. Today, this DS remains in outstanding condition; fastidiously maintained, it runs and drives superbly. Restoration bills are on file and the car also comes with its original plates and a French Carte Grise. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed.

On hire to the Rail Operations Group, and complete with headboard, Direct Rail Services class 57/3 no. 57310 'Pride of Cumbria' prepares to haul Southeastern class 375 no. 375503 north before propelling it through the station to Litchurch Lane. The class 375s are visiting Derby one by one as part of their refreshment programme. After delivering the 375, the 57/3 went light locomotive to Crewe Gresty Bridge DRS.

 

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.

Class 416/2 2-EPB 5761 was stabled in number 3 road in the sidings at Orpington on October 17th 1982.

The 416/2 units were based on the BR Mk.1 suburban bodyshell and were originally numbered 5700 - 5779. There were also fifteen similar EPB units built in 1954/55 for the South Tyneside Electric system. When the system was de-electrified in 1963 the units became part of the Southern Region fleet numbered 5781 - 5795.

The last 416/2 EPB's were withdrawn in 1995.

Ford Escort Mk.II 1.3L Mod. (1975-80) Original Engine 1298 S4 Crossflow

Current Engine 1998cc S4

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

 

Registration Number VLW 879 S (London)

 

FORD of BRITAIN SET

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-072

      

The bodyshell taking shape. Due to the lack of resources, I am not including any interior as I have no idea which coach serves what purpose and what the layout might have been. I think I can get away with this given the lack of windows.

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.

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.

 

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.

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!

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.

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.

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.

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.

This is the only half-decent shot I managed of 57601 in its original livery. She is seen here having arrived at the WR terminus with the 1A43 09:20 Plymouth-Paddington.

Note the clock behind displaying two different times (the left hand one is correct).

 

As I recall, 57601 was a sort of demonstrator loco to show her abilities to any would-be suitor. She used the bodyshell of the former 47825 (which also carried the numbers 47590/47165/D1759) but was a completely different beast within.

She was successful enough to warrant both GWR and Freightliner to spend their money. Today she still sees active service with WCRC albeit in a rather uninspiring maroon livery.

Estimated : € 30.000 - 40.000

Sold for € 48.160

 

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

 

- Genuine Laguna BTCC

- Car probably driven by Alain Menu, 1994 BTCC runner-up

- Kept as if it had just finished its last race

 

Seeing racing as an excellent promotional tool, Michel Gigou, head of Renault’s UK subsidiary, decided to enter the Laguna in the British Touring Car Championship (BTCC), as soon as the model came out in 1994. Straightaway, it proved faster than the Renault 19 that preceded it and scored several victories in the hands of Tim Harvey and, especially, Alain Menu, who finished second in the championship. The following year, Renault joined forces with Williams and won the Manufacturers’ title, ahead of Vauxhall, Volvo and Ford. A success reaffirmed in 1997, with both the Manufacturers’ and Drivers’ titles (the latter for Alain Menu), thus confirming the qualities of the Laguna BTCC.

 

The car in the auction today is a genuine Laguna from the 1994 season. It is probably the car used by Alain Menu, whose name appears on the rear windows and which had the racing number 10 that season. Furthermore, that year Menu won two races, tallying with the two small laurel wreath stickers on the right front door. Still fitted with its period running gear, the car is well preserved and appears quite complete, with the exception of the engine and gearbox assembly. It has the Matter bodyshell number 430.

This historic racing car is sure to appeal to those who enthusiastically followed the BTCC races, whose fame extended well beyond the UK borders. Its racing successes also made a major contribution to the sales across the Channel of this comfortable saloon, which could turn into a star on track.

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.

 

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.

 

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.

Event: NEC Classic Motor Show

Location: National Exhibition Centre (NEC), Birmingham, UK

Camera: Canon EOS 5

Lens(s): Canon EF 50mm f/1.4

Film: Ilford HP5+

Shot ISO: 400

Exposure: f/2.8 or f/2 - 1/60 mostly

Light Meter: Camera

Lighting: Overhead LED

Mounting: Hand-held

Firing: Shutter button

Developer: Ilford DD-X(1+4) for 10 mins

Scanner: Epson V800

Post: Adobe Lightroom & Photoshop (dust removal)

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.

 

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.

Rolls Royce Silver Seraph (1998-02) Engine 5379cc M73TUB54 V12

Production 1570

Registration Numner 191 KM

ROLLS ROYCE SET

 

www.flickr.com/photos/45676495@N05/sets/72157623690651737...

 

Designed by Steve Harper under Graham Hull Rolls-Royce Silver Seraph was unveiled at the 1998 Geneva Motorshow, replacing the Silver Spirit, in the Rolls Royce line up. The car had been developed alongside its Bentley stablemate, the Bentley Arnage which aside from badges and wheels, was externally identical, with both models sharing the same platform and bodyshell. It was powered by the BMW M73 engine, a 5.4L aluminium alloy V12 engine coupled to a 5-speed automatic transmission, making it the first twelve-cylinder Rolls-Royce since the 1939 Phantom III. Mechanically the Bentley differed, powered by twin turbocharged V8 of its own design and firmer suspension. The Seraph was known for its relatively limited acceleration and comfortable handling but still had a top speed of 140mph. All Seraphs were hand-built at the Rolls-Royce factory in Crewe, England. The car had a base price of £155,175.

 

Silver Seraph production was discontinued in 2002 when the licence to use the Rolls-Royce marque was sold to BMW

 

Diolch am 73,659,256 o olygfeydd anhygoel, mae pawb yn cael eu gwerthfawrogi'n fawr, Gan ddymuno Blwyddyn Newydd Dda i bawb

 

Thanks for 73,659,256 amazing views, everyone is very much appreciated, Happy New Year everyone

 

Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-443

 

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