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

Entrant Jeremy Carr

Race Number 193 Desmond Small

FORD (UK) SET

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

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

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

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

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

Many thanks for a fantabulous 43,586,049 views

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

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

Registration Number HDT 512 J (Doncaster)

TRIUMPH SET

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

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

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

Thanks for a stonking 62,666,810 views

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

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

Registration Number YSY 730 (Middlothian)

MERCURY SET

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

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

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

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

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

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

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

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

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

Unit History

Built by Metro-Cammell at Washwood Heath in 1988 the class 156 is based on the Mark III bodyshell, and is powered by 6-cylinder Cummins NT855-R5 diesel engine through Voith automatic transmissions. 156414 is one of eleven class 156 units currently operated by East Midlands Trains although it still retains its Central Trains livery.

Coachwork by Henri Chapron

Bonhams : the Zoute Sale

Sold for € 218.500

Zoute Grand Prix 2017

Knokke - Zoute

België - Belgium

October 2017

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch, and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in top-of-the-range models until earlier this year. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox.

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

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

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

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

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

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

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

See more car pics on my facebook page!

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

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

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

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

501 was the 'base' version.

502 added air conditioning to the specification of the 501.

503 added power steering to the specification of the 502.

504 added automatic transmission to the specification of the 503.

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

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

(Wikipedia)

Bristol 401 (1948-53) Engine 1971cc S6 OHV Production 650 (all 401s)

Registration Number UMC 315 (Middlesex)

Bristol SET

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The 401 was the second model produced by Bristol, after the 400. It may have been the first to use wind tunnel testing in its design, resulting in a remarkably low 0.392 drag coefficient. The car was light, with the use of an all alumium bodyshell, it was a larger car than the 400 and seats 5 passengers in comfort, and its body was built using a 'Superleggera' matrix of steel tubes, mounted on the same open 'A' frame steel chassis, but with different outriggers at the rear to accommodate a lower mounted fuel tank.

The first series is identified by a distinctive ridge along the lower edge of the body., a recognition point of the 401 is that the front grille inserts were painted black, whilst the surrounds were chromed.

A few of the cars were idependantly bodied, most noteably the 1947-48 Farina Drophead, the Beutler saloon and this car the Touring Superleggra Saloon

Touring Super Leggera Saloon

A few early chassis were sent to Touring of Milan as developement excercises for the 401

As with other special design excersises under evaluation, the Touring Saloons were built on early chassis. The styling is simular to other work from the Milan based styling house, particulary the Alfa Romeo 6C-2500. the design was both stylish, lightweight and produced a fast car , but was also considered a little noisy. Construction favoured the patented Superleggra (super light) method used by Touring, involving building a body support matrix of wire-tied tubular or lightweight metal rod frames on which to mount the body panels. In the detail, however, it did not meet the standards of construction set by the Bristol Aeroplane Company. However the benefits of the lightweight construction method was not dismissed by the Bristol evaluators and the Touring Superleggra method was refined to a more sophisticated though more expensive level, by use of cruciform joints rather than the crossover of wire tied metal rods. thus forming a stronger support matrix, on to which the body shaped skin panels could be jig mounted and then and then welded together. Another Bristol modification was to cover the matrix with sound muffling materials, prior to fitting the outer panels. Further insuulation with the likes of Wilton carpets and Bristols wind cheating body shape, made the Touring Superleggra the chosen developement of the 401. The car was debuted at the 1949 Geneva Motorshow

This car was part of the concours at the Chataeu Impney meeting

Many thanks for a fantabulous 40,322,005 views

Shot at the Chateau Impney Hill Climb, Chateuu Impney, Droitwich 12 July 2015 - Ref 108-086

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

Production 12,066

Registration Number RUT 513 G (Leicestershire)

TRIUMPH ALBUM

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

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

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

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

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

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

Coachwork by Zagato

n° 96 of 99

Chassis n° SCFAE22353K700096

Estimated : CHF 380.000 - 500.000

Unsold

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

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

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

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

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

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

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

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

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

Registration Number K 920 YTX (Cardiff)

FORD EUROPE

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

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

Thankyou for a massive 54,754,413 views

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

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 175.000 - 225.000

Parijs - Paris

Frankrijk - France

February 2018

- Totally original and in 'like new' condition

- The desirable more powerful 4.9-Litre version

- Fully matching numbers and colours

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

- Last serviced in 2013 (cost $ 25.000)

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

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

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

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

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

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

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

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

Unit History

150207 is one of the final batch of eighty five class 150 two-car units which were built at York in 1986/87 and are now over thirty years old. They had different interiors and front end gangways to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150207 was initially allocated to Newton Heath and has I believe remained there for its entire career. I first came across 150207 on the 27th May 1988 at Leeds.

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

Armstrong Siddeley Sapphire 236 (1956-58) Engine 2309 S6 OHV

Production 693 (plus 803 234s)

Registration Number 171 APK (Surrey

ARMSTRONG SIDDELEY SET

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The Armstrong Siddeley Sapphire is a large executive car produced from 1952 to 1960.

The Sapphire 234 and 236, are identical looking cars introduced in 1955, the 234 with a four cylinder 2290cc engine being slightly the more numerous with 803 examples produced to 1958. The 236 is powered by a 2309cc straight six engine, produced until 1957 with a total of 603 cars built.

The four cylinder 234 and the six cyclinder 236 were introduced in 1955,, as executive Sports Saloons sharing the same bodyshell. The 236 has the old Whitley long stroke six cylinder engine. A conventional manual gearbox was available but many were fitted with a Lockheed Manumatic "clutchless" transmission. Overdrive was an option on either transmission This car with an 85 mph maximum was intended to be a quiet, flexible, easy-to-drive saloon and quite a rarity with only 603 produced

While the 234 is a four cyliner with Jaguar 2.4 performance and better handling.

Many thanks for a Marmalising

52,468.049 views

Shot 15.06.2016 at the Coventry Festival of Motoring, Coventry REF 118-008.

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 ]

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

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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

This car is an early pre production model codenamed X350. Specially finished in Aluminium to show off the new body material.

This car was used for the launch demonstration and at various motor show displays.

Now owned by the Daimler Jaguar heritage Trust and in the 'Collections' building at the British Motor Museum, Gaydon.

This new car included many advanced features for the time including Aluminium Construction, A Six Speed Automatic gearbox and Air Suspension.

The cars were built in the Browns Lane factory at Coventry with bodyshells supplied from Castle Bromwich and engines from Bridgend in Wales.

Chassis no. 439 12134

One of the most gifted automobile engineers of all time, Vincenzo Lancia did not live long enough to see his final creation enter production, although the exacting parameters he set out would shape what many consider to be the true ancestor of the modern motor car. Launched in 1937, two months after his death, the Aprilia set new standards in production car design. Vincenzo Lancia had specified that this new small saloon should weigh less than 900 kilograms, be less than 4 metres in length, seat five adults in comfort, possess independent suspension, be capable of attaining 130km/h, and consume fuel at a rate of 10 litres per 100 kilometres. Faced with these challenging demands, the design team had little option but to abandon conventional thinking.

Presaging post-war developments, the Aprilia saloon broke away from the traditional 'three-box' layout and incorporated Vincenzo's specified all-independent suspension and hydraulic braking, while the unitary construction bodyshell and overhead-camshaft narrow-angle V4 engine were advances Lancia devotees had enjoyed for many years. Allowed little space to work with, Lancia's designers concentrated on packaging the drive-train as effectively as possible; the differential, brakes, suspension and wheels being assembled separately for inclusion as a single unit. Rather than being merely a styling device, the Aprilia's streamlined shape had been determined by wind tunnel experimentation, one of the very first instances of the science of aerodynamics being applied to a production car. This meant that despite having only 1,351cc (later 1,485cc) at its disposal the Aprilia was indeed capable of 130km/h, while the advanced running gear ensured that it stopped and handled better than anything in its class. 'Mirror-image' doors and pillar-less construction ensured that for ease of passenger access the Aprilia was unrivalled.

This Aprilia Farina Cabriolet was presented at the Torino Motor Show 1948 and sold there new to its first and only owner. The car was rewarded ‘Best Post War Car 1946-1969’ at Essen Techno Classica in 2016. Noteworthy feature is the ‘Plexi & Paglia di Vienna’ dashboard.

Zoute Concours d'Elegance

The Royal Zoute Golf Club

Zoute Grand Prix 2016

Knokke - Belgium

Oktober 2016

Estimated : CHF 90.000 - 140.000

Sold for CHF 103.500 - € 94.288

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

Legendary Texan racing driver Carroll Shelby's team had been campaigning Ford's Mustang 'pony car' with considerable success in North America, winning the SCCA's B-Production title three years running in the mid-1960s. Capitalising on his success, Shelby began manufacturing modified Mustangs, which were officially sanctioned and sold through selected Ford dealerships. Ford supplied Shelby with part-completed 'Sportsroof' (fastback) Mustangs, which were finished off at Shelby's plant in Los Angeles.

The first Shelby Mustang - the GT350 - arrived in 1965 powered by a modified version of Ford's 289ci (4.7-litre) small-block V8 producing 306bhp, with options of a 340-360bhp unit in competition trim or 400bhp supercharged. A four-speed Borg-Warner manual gearbox was the stock transmission on early Shelby Mustangs, though a heavy-duty, three-speed automatic soon became available as an option.

The running gear was appropriately up-rated to cope with the GT350's increased performance, incorporating the optional Kelsey-Hayes front disc brakes, stronger Ford Galaxie rear axle, Koni adjustable shock absorbers and alloy wheels. The first cars were supplied minus the rear seats, thereby qualifying the GT350 as a two-seat sports car! Outwardly there was little to distinguish Shelby's GT350 from the standard product apart from a pair of broad 'racing' stripes down the body centreline. On the open road there was, of course, no comparison.

When the factory introduced a 390ci 'big-block' V8 option on the Mustang for 1967, Shelby went one better, installing Ford's 428ci (7.0-litre) Cobra Jet V8 to create the GT500, one of the great, iconic muscle cars of the 1960s. Produced at the A O Smith Company's plant in Ionia, Michigan from 1968, the Shelby Mustang continued to be based on the stock version, receiving the latter's styling changes and mechanical improvements while retaining its own distinctive special features, until production ended in 1970.

One of the most famous of all Mustangs is that known as 'Eleanor', the Shelby GT500 that starred in the 1974 B-movie Gone in Sixty Seconds, which was remade in 2000 with Nicholas Cage starring as the car-thief central character. Indeed, such is the continuing level of interest in this type of car that production of the GT500 later resumed in the USA with Carroll Shelby's blessing, using recycled original Mustang bodyshells.

Restored in 2014 as an 'Eleanor' look-alike, this manual transmission GT500 currently displays a total of 3,775 kilometres on the odometer and is described by the private vendor as in generally excellent condition in most respects with good, slightly patinated, bodywork. Finished in grey with black leather interior, this imposing car is offered with restoration invoices and Swiss Carte Grise.

Austin Allegro 1300SDL (1973-75) Engine 1275cc S4 Transverse

Registration Number MLE 79 P (London NW)

AUSTIN SET

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The Allegro was designed as the replacement for the popular Austin 1100 and 1300 models by Sir Alec Issigonis.and was available as 2 and 4 door Saloons and a 3 door Estate. Powered by the BMC A series engine in 1100 and 1300cc versions or the E series engine in 1500 and 1750cc forms, with a sump-mounted transmission. driving the front wheels. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Early Allegro models featured a "quartic" steering wheel, which was rectangular, with rounded sides. The quartic wheel did not take off, and was first dropped in 1974.

The SDL remained top of the 1300cc and 1500cc ange throughout the life cysle of the Series i Allegro

Many thanks for a fantabulous 32,263,200 views

Shot on 01.01.2015 at Brooklands New Years Day Classic Car Gathering Ref 104-044

Coachwork by Chapron

Chassis n° 4251058

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 150.000 - 200.000

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 and bought the rights to his design. Still made by Chapron, the Usine (factory) convertibles were built on the longer, stronger chassis of the ID Break (Estate) and could only be sold via the Citroën dealer network. Chapron continued to build his own range of bespoke designs on the DS platform, which were always different from the Usine. It is estimated that some 1,700 Usine convertibles were made between 1960 and 1975, while Chapron built a further 389 of his own, the last in 1973.

One of 241 Usine convertibles built in 1963, this car was delivered on 4th July of that year and was acquired by the current vendor on 19th August 1981 in Niort, France. It is believed that the vendor is only the second owner. Used sparingly over the course of the last 37-plus years, the car has been partially restored, the soft-top being renewed in 1981, the paintwork redone in 1982, and the front seats re-trimmed in 1995, while in 2000 the engine was changed (original engine plate available).

Overall, the car is in very good original condition while noteworthy features include a stainless steel exhaust, Continental Edison radio, anti-fog system, Robergel wheels, central armrest, and very rare Chapron leather-trimmed headrests. The car has been regularly maintained by a DS specialist located near Bordeaux, France, and almost all the hydraulics parts have been replaced.

Finished in Blanc Carrare (white) with black leather interior, this beautiful Décapotable is offered with French Carte Grise, certification from Conservatoire Citroën, and all invoices for the work carried out.

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

26/9/2015 Langford Crossing

The British Rail Class 317 alternating current electric multiple units (EMUs) were built by BREL York in two batches, from 1981–82 and 1985-87. They were the first of several classes of British Rail EMU to be based on the all-steel Mark 3 bodyshell, departing from the "PEP"-aluminium design which had spawned the earlier Class 313 to Class 315. The Mark 3 bodyshell was also the basis of Class 318, Class 455, and the diesel Class 150.

The first batch of 48 units, built in 1981-82, were classified as Class 317/1. Units were numbered in the range 317301-348, and had a maximum speed of 100 mph. Each unit consisted of four carriages; two outer driving 2nd class only vehicles, an intermediate trailer with both 1st and 2nd class, and a motor vehicle with 2nd class seating, roof mounted Stone Faiveley AMBR pantograph and four GEC G315BZ traction motors. The technical description of the formation of the units is DTSO(A)+MSO+TCO+DTSO(B). Individual carriages were numbered as follows:

77000-77047 - DTSO(A)

62661-62708 - MSO

71577-71624 - TCO

77048-77095 - DTSO(B)

These units were built to operate services on the newly electrified London St. Pancras to Bedford route. They replaced the elderly and unreliable Class 127 diesel multiple units. However, they did not enter service immediately due to an industrial dispute with the unions over Driver only operation, and the diesel units lingered on until finally being replaced in mid-1983. Units were delivered in the standard livery of BR blue/grey.

In 1986, the route came under control of the Thameslink subsector of newly created Network SouthEast. From 1987, new dual-voltage Class 319 units were introduced on the route, allowing the creation of a new cross-London service, from Bedford to Brighton, via Farringdon and City Thameslink station. The Class 317 units were displaced to outer-suburban services on the WCML out of London Euston station, to Milton Keynes and Northampton. They replaced the slam-door Class 310 units, which subsequently transferred to the London, Tilbury and Southend railway.

However, the use of Class 317 units out of Euston again proved to be short-lived. In 1989, the second batch of new Class 321 were introduced onto WCML services. The Class 317 units were again displaced, this time to the Great Northern and West Anglia routes out of London King's Cross and London Liverpool Street, where they joined the second batch units. Therefore, for the first time, the entire Class 317 fleet was operating in the same place.

Class 317/2[edit]

Class 317/2 in BR Blue and Grey livery

The second batch of 20 units, built in 1985-86, were classified as Class 317/2. Units were numbered in the range 317349-368. In 1987, a further four units were built, numbered 317369-372. Each unit consisted of four carriages; two outer driving 2nd class only vehicles, an intermediate trailer with both 1st and 2nd class, and a motor vehicle with 2nd class seating, roof mounted Stone Faiveley AMBR pantograph and four GEC G315BZ traction motors. Thus, each unit was formed DTSO(A)+MSO+TCO+DTSO(B). Individual carriages were numbered as follows:

77200-77219 and 77280-77283 - DTSO(A)

62846-62865 and 62886-62889 - MSO

71734-71753 and 71762-71765 - TCO

77220-77239 and 77284-77287 - DTSO(B)

The second batch units were built to operate outer-suburban trains on the Great Northern route from London King's Cross to Stevenage, Cambridge and Peterborough. Like the first batch units, they were delivered in BR Blue/Grey livery. The units replaced the slam-door Class 312 units, dating from 1975, which subsequently transferred to the Great Eastern Main Line and London-Tilbury-Southend routes. Like the DC class 455 units, several aspects of the exterior were modified, with metal hopper ventilators replaced with larger panes of glass and the 'headcode indicator' flat front replaced with a rounded design.

In 1986, the route came under the control of the newly created Network SouthEast, which introduced a bold new blue, red and white livery. The extension of the overhead line equipment soon allowed the units to work services on the West Anglia route from London Liverpool Street to Cambridge. In 1992, electrification spread north from Cambridge to Ely and King's Lynn, allowing the replacement of locomotive-hauled trains.

The closely related Class 318 units which were built for the Ayrshire Coast electrification in Scotland, are effectively a 3-car version of the same design, but with a lower speed capability of 90 mph and are fitted with Brush traction motors in place of GEC traction motors.

Former operations[edit]

With the privatisation of Britain's railways, the Class 317 fleet was incorporated into the West Anglia Great Northern (WAGN) franchise. Since then, various changes have occurred to the fleet, as units have been swapped and franchises have changed. The following companies operated Class 317s after privatisation but are no longer involved or no longer exist.

West Anglia Great Northern Railway (WAGN) & First Capital Connect (FCC)[edit]

Refurbished WAGN Railway Class 317/6 No. 317663 at London Liverpool Street. This batch of Class 317 were refurbished during 1998-99 at RailCare, Wolverton Works.

WAGN used the Class 317 fleet on various services, including all London Liverpool Street to Cambridge services on the West Anglia route, and many stopping services to intermediate destinations. The fleet also worked services on the Great Northern route, from London King's Cross to Cambridge, Peterborough, Hertford, Stevenage and King's Lynn, plus at weekends when the line to Moorgate was closed, the units operated inner suburban services from London King's Cross to Letchworth Garden City, Hertford and Welwyn Garden City.

The refurbished interior of Standard Class accommodation aboard Class 317/6 EMU

In 1998/99, WAGN started to refurbish its Class 317/2 fleet. The work was carried out by Railcare (now owned by Alstom) at Wolverton Works, and involved the fitting of Chapman bespoke high back seats in the 2+2 layout, and a small area to the 3+2 layout in the PTSO under the pantograph. The TCO vehicle became TSO as first class was moved to a cabin aboard a DTSO vehicle, which is now known as a DTCO vehicle. The units were outshopped in a new livery of white, with a grey band across the window area, blue and yellow bands on the lower half of the body, red doors, and a grey sweep at the cab ends. The Stone Faiveley AMBR pantograph was replaced by the industry standard Brecknell Willis High Speed design. Units were reclassified as Class 317/6 and were renumbered into the range 317649-672.

Many of the WAGN Class 317/1 units still wore the Network SouthEast (NSE) blue and red livery dating from 1986. In 2001, a new livery of metallic purple with lilac doors was introduced. The first unit so treated was 317 312, which had recently returned from loan to LTS Rail. The livery was progressively applied to the Class 317/1 fleet, with the final NSE examples (317 328 & 317 345) disappearing by mid-2004. By April 2004, the only units not repainted were 317301-307, which were hired to Thameslink and remained in LTS livery. The livery has also been applied to Class 313 and Class 315 units.

In April 2004, the WAGN franchise was split into the Great Northern and West Anglia routes. The latter became part of the new National Express East Anglia franchise, which operated under the title of One Railway. The Great Northern was temporarily operated independently under the WAGN brand name, until it was merged with the Thameslink franchise in April 2006. These changes resulted in the Class 317 fleet being divided among First Capital Connect and National Express East Anglia.

LTS Rail & c2c[edit]

In 1996, LTS Rail began to hire Class 317/1 units from its sister Prism Rail franchise WAGN for use on the London, Tilbury and Southend railway. At first only two units were hired, but by mid-1997 this had increased to a total of 18 units. Units were maintained at LTS Rail's main East Ham Depot.

The Class 317 units enabled LTS Rail to replace the elderly Class 302 slam-door EMUs, the last examples of which were withdrawn in 1998. The Class 317 units also replaced some of the Class 310 fleet on off-peak workings, pending introduction of new Class 357 "Electrostar" units.

Many of the units hired to LTS Rail were repainted in a variation of the existing Network SouthEast blue, red and white livery. The red stripe was replaced with a green stripe, and both the blue band and green stripe extended to the cab ends.

The units were slowly returned to WAGN from 1999, with the introduction of the new "Electrostar" units. The last examples were returned by 2000. However, unreliability of the "Electrostars" meant that four units were still hired on a daily basis until 2002. These units were maintained as part of the main WAGN fleet, and therefore the specific units involved changed when units required maintenance at WAGN's Hornsey TMD depot.

Thameslink[edit]

In 2002, Thameslink began hiring four Class 317/1 units from WAGN to allow it to run additional Bedford to Moorgate services. Unlike when units were hired to LTS Rail, specific units were not involved. Instead, units were still maintained by WAGN and only hired for a fortnight. Two units each week were transferred in each direction, generally being hauled over the non-electrified route by two Class 31 locomotives provided by Fragonset Railways or Class 47 locomotives with barrier vehicles at either end of the Class 317.

In 2004, when the WAGN franchise was split, twelve Class 317/1 units were transferred to Thameslink from the Great Northern route. This was because a planned route blockade for engineering works meant that extra units were required for Bedford services. The Class 317 units were replaced on Great Northern by Class 365 "Networkers", themselves displaced from South Eastern Trains by new Class 375 "Electrostars".

The Class 317 units transferred to Thameslink were maintained at the newly built Bedford Cauldwell depot in Bedford. They were restricted to services on the Northern half of the franchise only, as only dual-voltage or DC units can operate South of Farringdon. All of the units were returned to National Express East Anglia following the end of the blockade.

The bodyshell of 31211 stands on accommodation bogies in the yard of Doncaster Works on 12th July 1983. The locomotive was in the process of becoming 31428 and being fitted with electric train heating.

Olympus OM10 f/8 60th/sec Ektachrome 200

Volkswagen Golf Clipper Cabriolet (1980-93) 1781cc S4 OC Production 400871 (all Cabriolet)

Registration Number K 554 JMY (London SE)

VOLKSWAGEN SET

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

Also available with 1457cc and 1585cc engines. Based on the Mk.1 Golf, Karmann at Osnabruck engineered and carried out the conversions, initially using the 1.8 ltr 112bhp GLi three door as abasis. over the next thirteen years and still using the Mk.1 bodyshell sevral variations of the Cabriolet were built.

The Mark 1 Golf was introduced in 1974, while Cabriolet version followed six years later in 1980 It had a reinforced body, transverse roll bar, and a high level of trim, and kept the pre-1980 style of rear lamp clusters. The Mk1 Cabriolet is of unibody construction built entirely at the factory of Karmann, from stamping to final assembly; Volkswagen supplied the engine, suspension, interior, etc. for Karmann to install. The vinyl or cloth tops were heavily insulated and manually - or beginning in 1991, electrically - operated, with a heated glass rear window.

Prior to the 1984 model year the highest standard specification Cabriolet was the GLI, which was essentially a GTI in all but name. It was only in late 1983 with the introduction of the 1984 model that an officially badged GTI version of the cabriolet finally became available.

All Cabriolets from 1988 on left the factory fitted with a "Clipper" bodykit that featured smooth body-coloured bumpers, wheel-arch extensions, and side skirts

Thanks for a stunning 60,983,5732 views

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

Shot 18.06.2017 at Trentham Gardens Car Show, Trentham, Stoke on Trent REF 128-297

W111

Bonhams : the Zoute Sale

Estimated : 375.000 - 425.000

Unsold

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

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

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

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

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

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

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

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

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

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

Continuing my theme of titling my photos after Meghan Trainor songs- why not?

Direct Rail Services class 57/3 no. 57301 'Goliath' accelerates through Nuneaton on 19th April 2015 with 1Z57 Liverpool South Parkway-> Wembley Central for the Aston Villa game. Partner class 57/3 no. 57306 was dead on the rear.

For those of you that know don't know Nuneaton, the charter was sent bang road through the station and is here seen travelling up the down main. This is common for a Sunday morning and bidirectional running usually continues until around lunch time.

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.

www.youtube.com/watch?v=7PCkvCPvDXk

G-Model

Bonhams : The Zoute Sale

Important Collectors' Motor Cars

The Zoute Grand Prix Gallery

Estimated : € 90.000 - 110.000

Sold for € 143.750

Zoute Grand Prix Car Week 2025

Knokke - Zoute

België - Belgium

October 2025

- Desirable model with the G50 gearbox

- Delivered new in France

- Known ownership history

- Three owners from new

- All books and tools

- Circa 51,800 kilometres recorded from new

Porsche revived the evocative Carrera name - previously used for the competition orientated versions of the preceding 356 model - for its luxuriously equipped, top-of-the-range 911 in 1973, applying the title to all 911 variants, co-incidentally with the introduction of the 3.2-litre engine, from the start of the 1984 model year. The revived name was part of a major revamp of the long-running 911, now selling better than ever, development of which had slowed while Porsche concentrated on meeting the ever increasing demand.

Although it remained an air-cooled 'flat six', the '3.2' motor was 80% new and incorporated an effective cam chain tensioner and associated lubrication system that at last addressed a perennial 911 shortcoming. An ECU controlled the fuel and ignition systems for the first time on a 911, enabling the engine to be both more powerful and less thirsty. As a result, this enlarged and extensively revised power plant now produced 231bhp, 27 horsepower up on its predecessor, endowing the Carrera with a level of performance approaching that of the original 911 Turbo of 1974, the bald statistics being a 0-60mph time of 5.3 seconds and a top speed of 152mph (244km/h) with 100mph (160km/h) reachable in a breathtaking 13.6 seconds.

No major changes were made to the bodyshell, though there was a new front spoiler with integral fog lamps, while the number of models on offer remained at three: Coupé, Targa, and Cabriolet. In 1987 the Carrera was upgraded with a new five-speed 'G50' gearbox sourced from Getrag, together with an hydraulically operated clutch. Thirty-plus years on, the Carrera 3.2 is now highly sought after and for very good reason, though finding one is not that easy.

This stunning Carrera 3.2 was ordered new by a Mr Jacques Boudet resident in Louveciennes (78) on 18th June 1988. Copies of the bill of sale and the original temporary registration document are on file. The Porsche then passed to a Mr Guy Rocchi before being bought by Mr Fornas in 2017 from Mr Rocchi's daughter, who had inherited the car from her late father. The odometer reading was 49,720 kilometres at time of purchase and currently stands at a little over 51,800 kilometres. Also on file is a detailed and copiously illustrated Rapport d'Expertise from Michel Gicquel, which was commissioned by way of a pre-purchase inspection by Mr Fornas in 2017. This report lists all servicing and maintenance carried out from the time of delivery in 1988 up to August 2015. It concludes: "Vehicle in a rare condition (in original paint) and with a clear history." The Carrera also comes with its Porsche wallet, tool kit, space-saver spare wheel, stamped service book, various instruction manuals, and other historical paperwork. Finished in dark blue with matching interior, this Carrera presents beautifully and feels almost like a new car. A rare opportunity.

The Stout Scarab is a streamlined car, designed by William Bushnell Stout and manufactured by Stout Engineering Laboratories and later by Stout Motor Car Company of Detroit, Michigan.[1][2]

The Stout Scarab is credited by some as the world's first production minivan,[3] and a 1946 experimental prototype of the Scarab became the world's first car with a fiberglass bodyshell and air suspension.

Background

William B. Stout was a motorcar and aviation engineer and journalist.[4] While president of the Society of Automotive Engineers, Stout met Buckminster Fuller at a major New York auto show and wrote an article on the Dymaxion Car for the society's newsletter.[5]

Contemporary production cars commonly had a separate chassis and body with a long hood. The engine compartment and engine were behind the front axle and ahead of the passenger compartment. The front-mounted engine typically drove the rear axle through a drive shaft underneath the floor of the vehicle. This layout worked well, but limited the passenger space.

In contrast, the Scarab design eliminated the chassis and drive shaft to create a low, flat floor for the interior, using a unitized body structure and placing a Ford-built V8 engine in the rear of the vehicle. Stout envisioned his traveling machine as an office on wheels. To that end, the Scarab's body, styled by John Tjaarda, a Dutch automobile engineer,[6] closely emulated the design of an aluminum aircraft fuselage. The use of lighter materials resulted in a vehicle weighing under 3,000 lb (1,400 kg).[7]

The short, streamlined nose and tapering upper body at the rear foreshadowed contemporary monospace (or one-box) MPV or minivan design, featuring a removable table and second row seats that turn 180 degrees to face the rear — a feature that Chrysler marketed over 50 years later as "Swivel ’n Go".[8]

Although reminiscent of the Chrysler Airflow, streamliner, and the slightly later (1938) Volkswagen Beetle — other aerodynamically efficient shapes, the Stout Scarab was generally considered ugly at the time.[1] Decades later, its futuristic design and curvaceous, finely detailed nose earn it respect as an Art Deco icon.[9]

Innovative features

Front view of Stout Scarab at Stahls Automotive Collection

Rear view of Stout Scarab

The Scarab's interior space was maximized by its ponton styling, which dispensed with running boards and expanded the cabin to the full width of the car. A long wheelbase and the engine directly over the rear axle moved the driver forward, enabling a steering wheel almost directly above the front wheels. Passengers entered through a single, large, common door. A flexible seating system could be easily reconfigured (except for the driver's seat, which was fixed). The design anticipated the seating in modern minivans, such as the Chrysler Voyager and Renault Espace; a small card table could be fitted with the passenger seats as needed. Interiors were appointed in leather, chrome, and wood. Design elements also worked in a stylized ancient Egyptian scarab motif, including the car's emblem. Visibility to the front and sides was similar to that of an observation car, although rearward vision was negligible and there were no rear-view mirrors.[1]

The innovations did not end with the car's layout and body design. In an era where almost everything on the road had rigid axles with leaf springs, the Scarab featured independent suspension using coil springs on all four corners, providing a smoother, quieter ride. The rear-engine-induced weight bias coupled to the coil spring suspension and "Oil Shock Absorbers" endowed the Scarab with "Smooth Riding and Easy Steering on Rough Roads",[7] if not very good handling and traction (even by the standards of the early 1930s, the reputation of the Scarab was one of very poor "blackjack-like" handling). The rear swing axle suspension with long coil spring struts was inspired by aircraft landing gear.[10] The Scarab suspension inspired the later Chapman strut used by Lotus from their Lotus Twelve model of 1957.[10]

The Ford flat-head V8 drove the rear wheels via a custom Stout-built three-speed manual transaxle. The engine was reversed from its normal position, mounted directly over the rear axle and with the flywheel and clutch facing forward. The transmission was mounted ahead of this, reversing and lowering the drive-line back to the axle.[10] This unusual layout would later be repeated by the Lamborghini Countach.

Production

A drivable prototype of the Scarab was completed in 1932, probably the first car to have an aluminum spaceframe unit-construction body. Some frame parts were steel.[11] The second prototype was ready in 1935, with some styling and mechanical changes. The headlamps were set behind a fine, vertical-bar grille, and at the rear, narrow chrome bars curved from the back window down to the bumper, giving the car its Art Deco appearance. The body was changed to steel to reduce cost.[1]

Stout Scarab Experimental (1946)

Stout stated that the car would be manufactured in limited quantities and sold by invitation. Up to a hundred a year were to be made in a small factory at the corner of Scott Street and Telegraph Road (US 24), Dearborn, Michigan.[1] Although the Scarab garnered much press coverage, at $5,000[9] (equivalent to $113,297 in 2024), when a luxurious and ultra-modern Chrysler Imperial Airflow cost just $1,345, very few could pay the hefty premium for innovation. Nine Scarabs are believed to have been built.[12] The vehicles were never produced in volume and were hand-made, with no two Scarabs identical.[4]

Immediately following World War II, Stout built one more prototype Scarab, called the Stout Scarab Experimental.[13][1] It was exhibited in 1946 and was more conventional in appearance, although still equipped with a rear engine. It was a 2-door, featured a wraparound windshield and the world's first fiberglass body. Like its metal counterparts, it too was a monocoque, built up out of only eight separate pieces and featured the world's first fully functioning air suspension, previously developed in 1933 by Firestone. It was never produced.

Legacy

Stout owned and drove his own Scarab, accumulating over 250,000 miles in travel around the United States.[2]

Up to five Scarabs are reported to survive today. A 1935 Scarab in running condition was on display for many years at the Owls Head Transportation Museum in Owls Head, Maine, but was returned to its lender, the Detroit Historical Museum.[4] The Detroit Historical Museum's vehicle was scheduled to be returned to the museum's storage on August 21, 2016, when another car would be rotated into the exhibition....Wikipedia

Class 47/0 Nos.47295 + 47079 come out of Ipswich yard with a freightliner for Felixstowe 20th October 1998.New as D1997 3rd June 1966,withdrawn in March 2002 and moved to Brush Traction,Loughborough for partial stripping 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.Cutting up took place at EMR Kingsbury in July 2011.

Well I had expected to spend the evening watching New Tricks with a pint but, when I saw that 9G41 was going to produce this, I couldn't help but go out for a photo.

Direct Rail Services class 57/3 no. 57309 'Pride of Crewe' stands at Birmingham International with Virgin Trains class 390 no. 390118 'Virgin Princess' dead in tow working 9G41 London Euston-> Wolverhampton. The Pendolino had a fault with its drivers door, usually this would necessitate the train being cancelled, but, control were a little more imaginative and this was the result. Well, if you can use a 66 and 67 on the sleeper, you can drag a Pendolino down the London-Birmingham! The working arrived into Wolverhampton 40 minutes down and ran ECS to Oxley Car M.D. as 5G41 before the snatcher returned light locomotive to Rugby as 0A60. For the return working, 1B45, 390118 was substituted with another Pendolino that arrived ECS from Liverpool Lime Street as 5B45. A great evening.

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.

Pontiac Catelina (3rd Gen) 4 door Sedan (1965-70)

Engine 389 cu in (6400cc) V8

Registration Number HFX 226 E (Dorset)

PONTIAC SET

www.flickr.com/photos/45676495@N05/sets/72157623690516561...

The full sized Pontiac Catelina was completely revised for the 1965 fourth generation with more flowing sheetmetal featuring "Coke-bottle" profiles and fastback rooflines on two-door hardtops. With wheelbases increased to 121 inches The 389 and 421 cubic-inch V8s received a number of revisions including thinner wall block castings. The standard engine for Catalina models is the 389 two-barrel rated at 256 horsepower, with three speed transmission, or 290 horsepower with Turbo Hydramatic transmission and higher compression Optional engines include a four-barrel 389 rated at 325 horsepower, with Turbo Hydramatic or 333 with stick shift, a Tri-Power 389 rated at 338 horsepower, a four-barrel 421 rated at the same 338 horsepower, 353 hp with Tri-Power or the 421 HO with Tri-Power and 376 horsepower

The 1966 full-sized Pontiacs received minor a facelifting of the '65 body with new grilles and taillight treatment and upgrade interiors

For 1967, Catalinas and other full-sized Pontiacs received a heavy facelifting of the '65 bodyshell with more rounded wasp-waisted body contours and fuller fastback rooflines, along with concealed windshield wipers Replacing the 389 and 421 V8s of previous years were new 400 and 428 cubic-inch V8s. The standard Catalina engine was a two-barrel unit rated at 265 horsepower with three-speed manual transmission or 290 horsepower (220 kW) with Turbo Hydramatic. For 1968, Catalinas and other full-sized Pontiacs received a minor facelifting of the '67 body with a new beak-nose split grille along with a return to horizontal headlights, and revised taillights. Engine offerings were similar to 1967 with revised horsepower ratings including 340 for the four-barrel 400, 375 for the 428 four-barrel and 390 for the 428 HO

The 1969 Pontiacs received a major restyling with more squared off look

Diolch yn fawr am 66,794,039 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 66,794,039 amazing views, enjoy and stay safe

Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-237

92041 WFBC DOLLANDSM 896B20C630 4 * WEMBLEYYD N

DB Schenker Rail (UK) Ltd's class 92 number 92041 named "Vaughan Williams" works 6B20 from Dollands Moor to Wembley European Freight Operations Centre in the frost on 30 December 2014 hauling 27 Tonne (tare du wagon) G.E. Rail Services owned IZA (GE117CT Hfirrs 3) semi-perminantly coupled 4-wheeled CARGOWAGGON vans with shared running numbers built by Duewag. Having started out in France and passed through the channel tunnel each pair of vans is used to transport approximately 59,000 litters (59 Tonnes) of Danone bottled mineral water (eau minerale) in crates of PET (polyethylene terephthalate) bottles such as Evian imported from Évian-les-Bains in the French Alps and Volvic from the Massif Central. Evian bottled at the SAEME plant Post is transported by train (for a map of the route click here) from Évian-les-Bains to the UK via Publier, (Bellegarde Longeray or Annemasse?), Culoz, Ambérieu-en-Bugey, Bourg-en-Bresse, Louhans, Gevrey-Chambertin, Dijon-Perrigny, Chalons-en-Champagne, Reims, Longueau and Calais-Frethun. For Volvic the route is thought to be from the SEV bottling plant in Riom to the UK via Gannat, Saincaize, Vierzon, Valenton (Paris), Longueau and Calais Frethun. From Wembley this train continues on route to Crick under headcode 6B41 and is ultimately unloaded at a distribution warehouse at Daventry International Rail Freight Terminal (DIRFT).

A similar set of cargowaggon vans was photographed by Nicolas Villenave on 9 May 2014 returning empty passing through Écaillon (department Nord) on their way from Calais Frethun to Culoz railway junction in the Ain department in the Rhône-Alpes region of France, by Mattias Catry at Boisleux-au-Mont on 9 September 2012 and by Laurent Knop at Béthisy-St.-Pierre, Picardie in the Oise department on 12 March 2014.

92041 (works number BT1098) was assembled by the BRUSH Traction Company at Loughborough in 1995 from sub-contracted components (e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, pneumatically operated retractable third rail collector shoes made by Brecknell Willis and the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester). For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons were fire tested by Brush.

According to Realtime Trains the route and timings were;

Dollands Moor Sidings .........0646.........0645..........1E

Ashford International UML...0700.........0709.........9L

Maidstone East [MDE] 1.........0733 1/2...0738 3/4...5L

Otford Junction[XOT]............0818..........0827..........9L

Swanley [SAY] 1.......................0830.........0839.........9L

St Mary Cray Junction...........0835.........0844 1/4...9L

Bickley Junction[XLY]............0836 1/2..0844 3/4..8L

Bromley South [BMS].............0840.........0847 1/4....7L

Shortlands [SRT].....................0842.........0848 1/4...6L

Shortlands Junction...............0843.........0849.........6L

Bellingham [BGM]...................0846 1/2..0851 1/2....5L

Nunhead [NHD] 1....................0855.........0857 3/4..2L

Peckham Rye [PMR] 3...........0859.........0859 1/2...RT

Crofton Road Junction..........0901.........0901 1/2....RT

Denmark Hill [DMK] 1.............0902........0902.........RT

Voltaire Road Junction.........0906 1/2..0906.........RT

Latchmere Junction...............0911 1/2....0912 1/2.....1L

Imperial Wharf [IMW] 2..........0915 1/2...0914 1/2....RT

West Brompton [WBP] 4.......0918..........0916 1/4.....1E

Kensington Olympia .............0922........0917 1/2....4E

Shepherds Bush [SPB] 2.......0923.........0918 1/4....4E

North Pole Signal Vc813.......0924 1/2..0920.........4E

North Pole Junction...............0925........0920.........5E

Mitre Bridge Junction............0926 1/2..0922 3/4..3E

Willesden West Londn Jn.....0928.........0927 1/2...RT

Wembley Eur Frt Ops Ctr.....0939.........0940..........1L

The GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork by Zagato (Ercole Spada) of Milan. The model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and aluminium doorskins (on the earlier 1300 JZ's). The 1300 JZ was not specifically intended for racing and did not see much use in competition. The 1300 JZ was first seen in public at the Turin Motor Show of 1969. In total 1,108 units were constructed of which 2 were destroyed during production because the bodyshells were not within specification. The 1300 was based on the floorpan, driveline and suspension of the 1300 Spider. However, the floorpan was shortened behind the rear wheels to fit the bodyshell. The last 1300 Junior Zagato was produced in 1972 although in 1974 2 more cars were built according to the records.

In 1972 the 1600 Zagato came out of which 402 units were produced. In this case the floorpan was unaltered from the 1600 Spider, so that the normal fueltank could be left in place. As a consequence, the 1600 Zagato is approximately 100 mm (3.9 in) longer than the 1300 JZ. This can be seen at the back were the sloping roofline runs further back and the backpanel is different and lower. The lower part of the rear bumper features a bulge to make room for the spare tire. The 1600 Zagato has numerous differences when compared to the 1300 Junior Zagato. If you ever see two side by side, have a look at the details. The last 1600 Zagato was produced in 1973 and the cars were sold until 1975.

(Wikipedia)

Chrysler Australia built just 224 Plainsmans between 1958 and 1960. Based on the Australian Chrysler Royal, which was their first "local " product. The Royals utilised Chrysler USA's 1953 Plymouth bodyshell, with altered front and rear styling. Most had Chrysler's long lived side valve six or the 318ci V8. 192 six cylinder Plainsmans were made with the balance fitted with the 318ci V8. The owner of this car believes it to be the only surviving restored example.

Class 158 bodyshell or is it at Derby Works 30/9/99. Anyone know what it is ?

Volkswagen Golf GTi Mk.2 (1983-92) Engine 1781cc S4 inj 8v 110bhp Production 6,000,000 (all Golf Mk.2's)

Registration Number H 342 KHP (Bournemouth for Salisbury)

VOLKSWAGEN SET

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

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

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

Diolch yn fawr am 68,087,162 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 68,087,162 amazing views, enjoy and stay safe

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-289

TVR Tasmin (1981-84) Engine 3272cc

Registration Number A 390 JFC (Oxford)

TVR SET

www.flickr.com/photos/45676495@N05/sets/72157623722776067...

The TVR Tasmin was designed by Oliver Winterbottom as the first of TVRs wedge shaped cars which formed the basis of its 1980's model range launched in 1980 as a 2=2 Coupe and a chassis by Ian Jones, both engineers were ex-Lotus employees. The Tasmin was the first production car in the world to have both a bonded windscreen and also to incorporate the aerial in the rear screen heater element. As with all TVRs, the running gear was located in a tubular spaceframe steel chassis which was powder coated for extra corrosion resistance, cars had disc brakes all round and electrically actuated pop-up headlamps. Much of the running gear was sourced from Fords of the period. The suspension and steering was sourced from the Ford Cortina, with TVR engineered trailing arms at the rear,

In 1981 a series II car appeared, incorporating various improvements or modifications over the Series I. These included a front suspension redesign, returning the tie-rods to the tension mode used by Ford rather than the compression mode into which TVR had initially installed them addressing the complaints of bump steer A bodyshell restyle also altered the proportions of the car (largely by tilting the previously-vertical glass tail panel) so it appeared shorter in the nose and longer at the rear; this coincided with the launch of the convertible/drophead version

Initially the only engine available was the fuel-injected Ford `Cologne' V6 which displaced 2792cc (hence 280) and developed an unstressed 160bhp, with other engines added to the range later. The 5-speed all synchro gearbox was also of Ford manufacture, and the car featured a Salisbury final drive unit. Bodywork was moulded in GRP and fitted to a tube and square-section steel chassis. Convertibles benefited from standard-fit electric windows

Many thanks for a fantabulous

46,751,062 views

Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-424

Coachwork by Pininfarina

Chassis n° 12031

'Pininfarina clothed it all in a beautifully refined bodyshell employing the nose lines of the 500 Superfast and the tail treatment of the contemporary 275 GTS. It was built at Grugliasco by Pininfarina themselves...' - Hans Tanner & Doug Nye, 'Ferrari', 1984.

In essence a closed version of the 275 GTS, the 330 GTC – immediate forerunner of the 365 GTC - was first shown at the Geneva Motor Show in March 1966. Beneath the understated Pininfarina coachwork there was the 4.0-litre version of Ferrari's familiar Colombo-designed two-cam 60-degree V12 (as used in the 330GT 2+2) mated to a five-speed all-synchromesh transaxle. The chassis was of relatively short wheelbase (2,400mm) and the suspension independent all round by wishbones and coil springs. Naturally, there were disc brakes on all four wheels.

Introduced late in 1968 as a replacement for the 330 GTC and given its first public airing at Geneva in March 1969, the 365 GTC was virtually identical in appearance apart from engine cooling vents relocated in the bonnet, a feature it shared with last of the 330s. Installing an 81mm-bore 4.4-litre V12 in place of the 300 GTC's 4.0-litre unit boosted mid-range torque and flexibility while maximum power was raised to 320bhp at 6,600rpm; acceleration improved markedly and the luxury coupés top speed increased to over 150mph. Less obvious to the eye were the refinements made to the drive-train that achieved a marked reduction in cabin noise, a sign that Ferrari understood that 365 GTC customers valued comfort as well as high performance. A sumptuous leather-trimmed interior, electric windows, and heated rear screen were standard equipment, while air conditioning could be ordered as an option. Like so many European sports cars, the 365 GTC (and convertible 365 GTS) would fall victim to increasingly stringent US safety and emissions legislation, production ceasing after less than one year during which time around 150 GTC and 20 GTS models left the factory.

The example offered here was delivered new in June 1969 to Mr Edouard Washer via Jacques Swaters' Garage Francorchamps, the official Ferrari importer for Belgium. The 20th 365 GTC built, chassis number '12031' was delivered finished in Grigio Mahmoud with beige leather interior, the latter equipped with a Voxson 'Sonar' radio with electric antenna. Mr Washer kept the Ferrari for a few years before trading it back to Garage Francorchamps in the mid-1970s. Garage Francorchamps then sold it to the next owner, in the Netherlands.

By 1982, '12031' was owned by one H L E Swarts in the Netherlands, who in March of that year advertised the car for sale, describing it as red with black interior and with 75,000 kilometres recorded. Around 1987, the car was sold to Fritz Kroymans, the Dutch Ferrari importer/collector, who kept it until 2004 when it was sold to Hans Jungblut of Maastricht, Netherlands. While in Mr Jungblut's care, the Ferrari was completely restored to its factory original colour, Grigio Mahmoud, in the Netherlands by marque specialists Garage Roelofs (restoration photographs on file), with the beige leather interior re-trim being entrusted to HVL Exclusive Italian Interiors.

From 2004 to 2014, the Ferrari was maintained by Forza Service and stayed in Holland. Later, in April 2014, the car was sold to the current owner in Belgium. Since, this stunning 365 GTC has been carefully looked after by its passionate Ferrari owner/collector. The most recent service was carried out in May 2017, by Ferrari Specialists L'Officina in Overijse, Belgium.

The car comes with an original sales brochure; copies of the original factory paperwork; a copy of the old Dutch registration papers (cancelled); Belgian registration papers; restoration invoices from Ferrari Garage Piet Roelofs; invoices for work carried out in 2004-2008 by Forza Service in Holland; and HVL Exclusive Italian Interiors' certificate (2008) confirming the interior was professionally restored using mostly original parts. The all-important Ferrari Classiche has been applied for and is currently in progress for this matching numbers 365 GTC; the file is still in production and will follow after the sale. Prospective purchasers should be aware that this process can take a few months to complete.

Examples of this strikingly handsome, startlingly fast, and much under-rated Ferrari Gran Turismo model rarely appear at auction. Well documented, professionally restored, and with Ferrari Classiche granted, '12031' represents an opportunity for the discerning collector to acquire one of these exclusive and ultra-desirable models, which are rare even by Ferrari standards.

Bonhams : the Zoute Sale

Sold for € 805.000

Zoute Grand Prix 2017

Knokke - Zoute

België - Belgium

October 2017

Northern 322483 is stabled between duties in platform 1 at Leeds, 23rd June 2017.

Unit History

In the late 1980’s British Rail built a branch off the London Liverpool Street – Cambridge Line to serve Stanstead Airport. Five new four car electric multiple units were built at York to work the new service becoming class 322. They are similar to the class 321 units and are the last units based on the Mark III bodyshell. The class worked the Stanstead services until displaced in 1997 when four units moved to North West trains for Manchester – Euston semi-fast duties. The four units returned to East Anglia in 1999 before moving to Scotrail in 2001 for duties around Edinburgh. In 2011 the class moved to Northern Rail for duties around Leeds.

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

Registration Number BUJ 59 K (Shropshire)

FORD (UK) SET

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

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

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

,

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

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

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

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

Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-312

This body shell of Jaguar's fantastic sports car has been generously donated to the Museum by the company, who prepared it especially for the display in the Museum.

Coventry Transport Museum

Millennium Place

Hales Street

Coventry

England - United kingdom

November 2018

JR Central, Japan Railway unveiled this week its new bodyshell for the next generation Bullet Trains to be designated N700S.

This is the first bodyshell, a test train will be built and ready by March 2018 and they expect the train to be in Mainstay full service in 2020.

This new look Shinkansen has a bigger beak shaped nose with more bulges to reduce wind resistance and noise.

For my video; youtu.be/gHhWkB8ap0M

Canada Day Parade from North Harbour to North End Community Hall

Spanish Hills, Galiano Island, British Columbia, Canada.

The Buick Riviera is a personal luxury car produced by Buick from 1963 to 1999. GM's first entry into that prestige niche, the Riviera was highly praised by automotive journalists upon its high-profile debut. While early models stayed close to the original form, subsequent generations varied substantially over the Riviera's thirty-year lifespan. In all, 1,127,261 were produced.

First generation (1963–1965)

The production Riviera's distinctive bodyshell was unique to it, unusual for a GM product. It rode a cruciform frame similar to the standard Buick frame, but shorter and narrower, with a 2.0 in (51 mm) narrower track. Its wheelbase of 117 in (3,000 mm) and overall length of 208 in (5,300 mm) were 6.0 inches (150 mm) and 7.7 in (200 mm) shorter, respectively, than a Buick LeSabre, but slightly longer than a contemporary Thunderbird. At 3,998 lb (1,813 kg),[2] it was about 390 pounds (180 kg) lighter than either. It shared the standard Buick V8 engines, with a displacement of either 401 cu in (6.57 L) or 425 cu in (6.96 l), and the unique continuously variable design twin turbine automatic transmission. Power brakes were standard, using Buick's massive "Al-Fin" (aluminum finned) drums of 12 in (300 mm) diameter. Power steering was standard equipment, with an overall steering ratio of 20.5:1, giving 3.5 turns lock-to-lock.

The Riviera's suspension uses Buick's standard design, with double wishbones front and a live axle located by trailing arms and a lateral track bar, but the roll centers were raised to reduce body lean. Although its coil springs were actually slightly softer than other Buicks, the Riviera's lighter weight made its ride somewhat firmer. While still biased towards understeer, contemporary testers considered it one of the most driveable American cars, with an excellent balance of comfort and agility.

Rather than the "Sweepspear" used on beltlines of earlier Buicks with the Riviera package, the new Rivera sported new "Coke bottle styling", with the middle of the body exhibiting a tapered tucked-in appearance.

The Riviera was introduced on October 4, 1962, as a 1963 model, with the 325 hp (242 kW) 401 cu in (6.6 l) "Nailhead" V-8 as the only available engine fitted with dual exhaust as standard equipment, and the turbine drive the only transmission, at a base price of $4,333;[5] typical delivered prices with options ran upwards of $5,000. Buick announced in December, 1962, the availability of a 340 hp (254 kW) 425 cu in (7.0 l) version of the Nailhead as an option. Total production was deliberately limited to 40,000 vehicles (in a year that Buick sold 440,000 units overall) to emphasize its exclusivity and to increase demand; only 2,601 of them were delivered with the 425 cu in (7.0 l) engine in the 1963 model year.

With the same power as the larger Buicks and less weight, the Riviera had sparkling all-around performance: Motor Trend found it capable of running 0–60 mph (0–97 km/h) in 8 seconds or less, the standing quarter mile in about 16 seconds, and an observed top speed of 115 miles per hour (185 km/h). Fuel economy was a meager 13.2 miles per US gallon (17.8 L/100 km; 15.9 mpg-imp). Front leg room was 40.1 inches.

Inside, the Riviera featured a four-place cabin with front bucket seats separated by a center console with floor shifter and storage compartment that was built into the instrument panel, and bucket-style seats in the rear. Upholstery choices included all-vinyl, cloth and vinyl, or optional leather. A deluxe interior option included real walnut inserts on the doors and below the rear side windows. Popular extra-cost options included a tilt steering wheel, power windows, power driver's seat, air conditioning, a remote-controlled side view mirror, and white sidewall tires.

The Riviera continued with minimal trim changes for 1964 including the discontinuation of leather upholstery from the option list, differing mainly in substitution of the old Dynaflow-based twin turbine for the new three-speed Super Turbine 400, which was marketed as Turbo Hydra-Matic by other GM divisions. This was the first year that the Stylized "R" emblem was used on the Riviera, a trademark that would continue throughout the remainder of Riviera's 36-year production run. Under the hood, the 401 cu in (6.6 l) was dropped as the standard power plant in favor of the previously optional 340 hp (254 kW) 425 cu in (7.0 l) V8. A 'Super Wildcat' version was optionally available, with dual Carter AFB four-barrel carburetors, rated at 360 hp (268 kW).

Changes for 1965 included the introduction of the "Gran Sport" option, which included the dual-quad Super Wildcat 425 V8, a numerically higher 3.42 axle ratio, and stiffer, heavy-duty suspension. The stock dual exhaust pipes were increased from 2.0 inches (51 mm) to 2.25 inches (57 mm) inside diameter and had fewer turns to reduce backpressure. The 401 cu in (6.6 l) V8 returned as the standard Riviera engine and the Super Turbine 400 transmission now had a variable pitch torque converter like the old twin turbine Dynaflow had two years before. Externally, the headlamps were concealed behind clamshell doors in the leading edges of each fender, as in the original design. Further back, the non-functional side scoops between the doors and rear wheel arches were removed, and the taillights were moved from the body into the rear bumper. A vinyl roof became available as an option, initially offered only in black, and the tilt steering wheel optional in previous years was now standard equipment.

Total sales for the three model years was a respectable 112,244. All in all, the Riviera was extremely well received and considered a great success, giving the Thunderbird its first real competition.

The 1963–1965 Riviera met with approval from all quarters, and has since earned Milestone status from the Milestone Car Society. Jaguar founder and designer Sir William Lyons said that Mitchell had done "a very wonderful job," and Sergio Pininfarina declared it "one of the most beautiful American cars ever built; it has marked a very impressive return to simplicity of American car design." At its debut at the Paris Auto Show, Raymond Loewy said the Riviera was the handsomest American production car—apart from his own Studebaker Avanti, that is, the Riviera's only real competition for 1963. The first-generation Riviera is considered a styling landmark, and is quite collectible today.

1972 Range Rover.

Heavily modified to resemble a newer Vogue with a 4-door bodyshell and the 3947cc engine.

Previously registered WRG 222L.

Coachwork by Zagato

n° 96 of 99

Chassis n° SCFAE22353K700096

Estimated : CHF 380.000 - 500.000

Unsold

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

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

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

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

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

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

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!

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!

A heavily stripped Volkswagen Type 1 ‘Beetle’ bodyshell, sitting on trailer. Not much to go on from this one but judging by the side-mounted fuel cap surround, it is at least a 1968+ model. RHD, presumably a UK market-specified export model. Found on an industrial estate/scrapyard in East Yorkshire, UK.