First seen from some distance away, and difficult to immediately work out it was due to the rather non-original running gear.....

Engine: 112hp, Peugeot-Citroën "DV6 Monde"1.6 TDi from late 407 & C5, Ford Mondeo, Volvo S40/ V50

Fibreglass bodyshell

Madagascar, Indian Ocean

Originally conceived by British Leyland, the Metro was built to similar principals as those of the Mini it was intended to replace, with a small, practical platform with as much use available to the passenger as was possible. The car came under various initial guises, including the Austin Metro, the Austin miniMetro, the Morris Metro van and the MG Metro, a version of the car with a 1.3L A-Series Turbo Engine.

 

Although the car was launched in 1980, development of a Mini replacement had dated back to the beginning of the 70's. Dubbed ADO88 (Amalgamated Drawing Office project number 88), the Metro was eventually given the go ahead in 1977, but wanted to have the appeal of some of the larger 'Supermini' (what a contradiction in terms) cars on the market, including cars such as the Ford Fiesta and the Renault 5. Designed by Harris Mann (the same guy who gave us the Princess and the Allegro), the car was given a much more angular body for the time, but despite its futuristic looks did share many features of the earlier Mini, including the 675cc BMC-A Series engine that dated back to 1959, and the gearbox. Initial cars also included the Hydragas Suspension system originally used on the Allegro and the Princess, though with no front/rear connection. The car was also built as a hatchback, which would eventually be a key part of its success as the Mini instead utilised only a small boot.

 

The Metro was originally meant for an earlier 1978 launch, but a lack of funds and near bankruptcy of British Leyland resulted in the car's launch being pushed back. This delay however did allow the folks at Longbridge to construct a £200m robotic assembly plant for the new Metro line, with the hope of building 100,000 cars per year. Finally the car entered sales 3 years late and got off to quite promising initial sales, often being credited for being the saviour of British Leyland. The Metro was in fact the company's first truly new model in nearly 5 years, with the 9 year old Allegro still in production, the 1980 Morris Ital being nothing more than a 7 year old Marina with a new face, and the 5 year old Princess not going anywhere!

 

As mentioned, an entire myriad of versions came with the Metro, including the luxury Vanden Plas version and the sporty MG with its top speed of 105mph and 0-60mph of 10.1 seconds. Eventually the original incarnation of the car, the Austin Metro, went on to sell 1 million units in it's initial 10 year run, making it the second highest selling car of the decade behind the Ford Escort. However, like most other British Leyland products, earlier cars got a bad reputation for poor build quality and unreliability, combined with the lack of rustproofing that was notorious on many BL cars of the time.

 

The show was not over however, as in 1990 the car was given a facelift and dubbed the Rover Metro. The 1950's A-Series engine was replaced by a 1.1L K-Series, and the angular bodyshell was rounded to similar principals as those by acclaimed styling house Ital to create a more pleasing look for the 90's. This facelift, combined with an improvement in reliability and build quality, meant that the car went on to win the 'What Car?' of the Year Award in 1991.

 

In 1994 the car was given yet another facelift, with once again a more rounded design and removal of the Metro name, the car being sold as the Rover 100. Engines were once again changed, this time to a 1.5L Peugeot engine and more audacious colour schemes were available for the even more rounded design of the new car. However, the car was very much starting to look and feel its age. Aside from the fact that the design dated back to 1977, the new car was not well equipped, lacking electric windows, anti-lock brakes, power steering, or even a rev counter! In terms of safety, it was very basic, with most features such as airbags, an alarm, an immobiliser and central locking being optional extras.

 

Eventually the curtain had to fall on the Metro, and in 1997, twenty years after the initial design left the drawing board, it was announced that the car would be discontinued. Spurred on by dwindling sales due to lack of safety and equipment, as well as losing out to comparative cars such as the ever popular Ford Fiesta, VW Polo and Vauxhall Corsa, with only fuel economy keeping the car afloat, Rover axed the Metro in 1998 with no direct replacement, although many cite the downsized Rover 200 a possible contender. Stumbling blindly on, the next car to fill the gap in Rover's market was the 2003 CityRover, based on the TATA Indica, which flopped abysmally and pretty much totalled the company (but that's another story).

 

In the end only 2,078,000 Metro's were built in comparison to the 5.3 million examples of the Mini that it was meant to replace. The main failings of the Metro were down to the fact that the car was too big compared to the Mini, and the rounded old-world charm of the Coopers and Clubmans was replaced by the angular corners. Because of this the car simply didn't have the novelty that the Mini continued to claim even 20 years after the first ones left the factory, and the Mini would even go on to outlive the Metro by another 2 years, ending production in 2000, then going on to have a revival in the form of BMW's New Mini Cooper that's still being built today. Unlike the Mini, the Metro also failed to conquer the international market in the same way, scoring its 2 million units pretty much in Britain alone, although some cars were sold in France and Spain, but only to the total of a few hundred.

 

The Metro however survived only on fuel economy and its spacious interior, but by the early 1990's, whilst other car manufacturers had moved on leaps and bounds, Rover continued to be stuck in the past with not the money or the enthusiasm to change what was a terribly outdated and extremely basic car. Towards the end the Metro, which had only a few years earlier won awards for its practical nature, was ending up on lists for Worst car on the market.

 

Today however you can still see Metro's, later editions are especially common on the roads of Britain. Earlier models built under British Leyland have mostly rusted away and are apparently only down to about a thousand nowadays, but the Rover 100's and Rover Metros continue to ply their trade, a lonely reminder of how here in Britain, we can never ever seem to move on!

Often described as Britain's first supercar (a little late, Italy beat us to that like 5 years earlier!), but the Aston Martin V8 and the derivative Vantage helped keep the company afloat during those dark years of bankruptcy and recovery, even though it almost committed corporate suicide by developing the overly complicated Lagonda!

 

The original Aston Martin V8 was a coupé manufactured from 1969 to 1989, built to replace the Aston Martin DBS, a more angular car that killed off the DB6, and by extension the iconic design that had eminated through the James Bond DB5. As with all traditional Aston Martins, it was entirely handbuilt, with each car requiring 1,200 manhours to finish. Aston Martin's customers had been clamouring for an eight-cylinder car for years, so Aston Martin designed a larger car. The engine was not ready, however, so in 1967 the company released the DBS with the straight-six Vantage engine from the DB6. Two years later, Tadek Marek's V8 was ready, and Aston released the DBS V8. With the demise of the straight-six Vantage in 1973, the DBS V8, now restyled and called simply the Aston Martin V8, became the company's mainstream car for nearly two decades. It was retired in favour of the Virage in 1989.

 

The Aston Martin V8 Vantage on the other hand took the original bodyshell of this 60's sports coupé, and completely re-engineered it to create something that was not of this earth! The first series had 375hp, and series specific details such as a blanked bonnet vent and a separate rear spoiler, of which 38 of these were built.

 

The Vantage name had previously been used on a number of high-performance versions of Aston Martin cars, but this was a separate model. Although based on the Aston Martin V8, numerous detail changes added up to a unique driving experience. One of the most noticeable features was the closed-off hood bulge rather than the open scoop found on the normal V8. The grille area was also closed off, with twin driving lights inserted and a spoiler added to the bootlid.

 

Upon its introduction in 1977, the car's incredible speed and power was taken up with acclaim, and, as mentioned, was dubbed 'Britain's first supercar', with a top speed of 170 mph top speed. Its engine was shared with the Lagonda, but it used high-performance camshafts, increased compression ratio, larger inlet valves and bigger carburettors mounted on new manifolds for increased output. Straight-line performance was the best of the day, with acceleration from 0–60 mph in 5.3 seconds, one-tenth of a second quicker than the Ferrari Daytona.

 

The Oscar India version, introduced in late 1978, featured an integrated tea-tray spoiler and smoother bonnet bulge. Inside, a black leather-covered dash replaced the previous walnut. The wooden dashboard did find its way back into the Vantage during the eighties, giving a more luxurious appearance. The Oscar India version also received a slight increase in power, to 390hp. This line was produced, with some running changes, until 1989. From 1986 the engine had 403hp.

 

1986 saw the introduction of X-Pack was a further upgrade, with Cosworth pistons and Nimrod racing-type heads producing 403hp. A big bore after-market option was also available from Works Service, with 50mm carbs and straight-through exhaust system giving 432hp, the same engine as fitted to the limited-edition V8 Zagato. 16-inch wheels were also now fitted. A 450hp 6.3L version was also available from Aston Martin, and independent manufacturers offered a 7L version just to up the ante.

 

In 1986, the Vantage had its roof cut off into what would become the convertible Vantage Volante, basically identical. In 1987 The Prince of Wales took delivery of a Vantage Volante, but at his request without the production car's wider wheelarches, front air dam and side skirts. This became known as the 'Prince of Wales Spec' (or POW) and around another 26 such cars were built by the factory.

 

The Prince was obviously very specific about his motorcars!

 

304 Series 2 Vantage coupés were built, including 131 X-Packs and 192 Volantes. Volante's are often considered the most desirable of the Aston Martin V8 Vantage range. In all, 534 V8 Vantages were constructed during its 12 year production run, with the car being replaced in 1989 by the Aston Martin Virage, as well as a new generation V8 Vantage which remained somewhat faithful to the original design of the 60's (if not a little more bulky) and was the last Aston Martin design to incorporate a traditional style before changing to the style laid down by the DB7 in 1993.

 

However, the Vantage did find its way into movie fame as the first Aston Martin used in a James Bond movie since the DBS used in On Her Majesty's Secret Service in 1969. In 1987's 'The Living Daylights' (the first film to star Timothy Dalton as 007), Bond was treated to Q-Branch's Aston Martin V8 Vantage, complete with missiles, lasers to separate pesky Lada's from their chassis, and a heads-up display to assist in warding off evildoers. It also came with a 'Winter Pack', which included skis, a rocket propulsion and spiked tyres for better grip. The car however met an unfortunate demise after getting stuck in a snowdrift, forcing Bond to activate the self-destruct, engulfing the car in a fiery explosion. But at least everyone's favourite secret agent had finally been reunited with his faithful Aston Martin once again!

 

There is some slight incongruity with the film though, as at the beginning of the movie, the car is a convertible Volante, yet for the rest of the movie it's a hardtop regular Vantage. This confused me somewhat, or perhaps whilst Bond had the car shipped he had a roof welded on in the meantime!

 

Today there are a fair number of Vantages roaming the countryside, their popular design, pedigree Bond Car status and sheer raw power keeping them truly afloat. In fact, these cars are much more prominent than the Virage that replaced it, of which you barely see any!

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

 

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

 

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

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.

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

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

Registration Number MLE 79 P (London NW)

AUSTIN SET

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

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

  

Wolseley 18/85 Mk.II (ADO 17) (1969-72) Engine 1798cc S4 OHV Production 35,597 (all 18/85's)

Registration Number NJL 182 H (Lincolnshire - Parts of Holland)

WOLSELEY ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623738922097...

  

First introduced in 1964 the BMC ADO17 is the model code used by the British Motor Corporation (BMC) for a range of front wheel drive cars in the European 'D' market-segment of larger family cars, manufactured from September 1964 to 1975. The car was initially sold under the Austin marque as the Austin 1800, then by Morris as the Morris 1800, and by Wolseley as the Wolseley 18/85. Later, it was marketed with a 2.2 L engine as the Austin 2200, Morris 2200 and Wolseley Six. Informally, because of the car's exceptional width and overall appearance, these cars became widely known under the nickname Landcrab

 

The upmarket Wolseley 18/85 was based on the Austin 1800 and uprated with walnut facia, leather trim, individual front seats, and power steering inclusive. The Automatic versions have have facia mounted selectors.

 

The Mk.II from August 1968 has a restyled interior and reclining seats and a high performance S version was introduced with twin Carburettors and larger brakes. The Wolseley retained its unique rear lights. Other changes included a higher second gear and final drive ratio for the manual transmission, and conventional suspension bushes replaced the far superior roller bearings fitted to the Mark I. The compression ratio was increased and maximum power output boosted by 5 bhp to a claimed 86 bhp.

 

In 1969, the sills and doors from the 1800 (with Mark II exterior handles) were used on the bodyshell of the otherwise new Austin Maxi; apart from that, both models have little interchangeability.

 

The Mark II was replaced for 1972 by a Mark III version with the Wolseley dropped from the range

 

Diolch am 87,812,464 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

 

Thanks for 87,812,464 amazing views, every one is greatly appreciated.

 

Shot 12.09.2021 at Cars in the Park, Lichfield Ref. 121-437

 

TVR Tasmin (1981-84) Engine 2792cc V6 Ford Cologne

Chassis No: 2FH5345F1

Registration Number DWX 737 Y (Leeds)

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.

 

This car was offered with a low recorded mileage of 61,000 with MOT certificates dating back to 1985, it has also been the subject of a body off restoration

 

This car was offered for sale at the H and H Buxton Pavilion Gardens sale of 10th April 2019, selling for £ 5,625 inc. buyers premium

 

Diolch yn fawr am 70,005,268 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 70,005,268 amazing views, enjoy and stay safe

 

Shot 10.04.2019 at The Pavilion Gardens, Buxton, Derbyshire Ref 138-289

   

One of the MCW Metrobuses sent by MCW to M J Wilcox at Brownhills in 1989 for painting was WMT 3105.

 

3105-InBuild-PaintedAtWilcox,Brownhills(21Y89)1280

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.

W111

 

'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 280 SE 3.5.

 

The fact that Car & Driver felt compelled to remark on the 280 SE's price is understandable when one considers that at $13,500 in 1970 it was not only $3,500 more than that of the equivalent Mercedes-Benz saloon 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 chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition. Thus equipped, the Coupé/Cabriolet was good for 205km/h (127mph) with 100km/h (62mph) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. Although the equivalent SEL saloon used the 'New Generation' bodyshell, the Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1959 on the 220 SE and, as befitted top-of-the-range luxury models, came equipped with automatic transmission, air conditioning, power windows and stereo radio as standard. Significantly, the 280 SE 3.5 was to be the final model to feature this long-established and much admired body style, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

 

One of only 4,502 Coupé and Convertible examples produced, this most elegant Mercedes-Benz, the top-of-the line 280 SE 3.5 V8 Coupe, was originally delivered to the United States. It was bought by the present UK-based owner for his impressive private collection in France in 2010, and since then has seen only very limited use while being maintained by his personal mechanic.

Beautifully finished in a most attractive colour combination of dark aubergine metallic, with a contrasting rose-metallic roof and sumptuous tan leather interior, this stunning Mercedes-Benz comes with the very desirable options of automatic transmission (dashboard mounted), air conditioning, and electric tinted windows all round, as well as the aforementioned leather interior. An older restoration, the car still presents very well and the odometer reading is currently circa 61,000 miles (not guaranteed). It is reported that the previous owner had kept the car for some eight years, hence this stunning Coupé has been enjoyed by only two owners in the last 14 years.

 

The Zoute Sale

Bonhams

Sold for € 74.750

Estimated : € 90.000 - 130.000

 

Zoute Grand Prix 2016

Knokke - Belgium

Oktober 2016

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.

 

Ford Cortina Mk.V (1979-82) Engine 1593cc S4 OHV

Registration Number WLT 858 Y (London NW)

FORD UK SET www.flickr.com/photos/45676495@N05/sets/72157623665118181

 

The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.

Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.

The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.

Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).

 

Many thanks for a fantabulous 35,974,900 views

 

3hot at the Enfield Pagaent N. London-25:05:2015 Ref 106-293

 

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

 

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

 

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

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

 

Standing in the yard at Derby Litchurch Lane carriage works are a number of Mark III Sleeper Coach bodyshells waiting there turn to be fitted out and transformed into a completed vehicle ready to entre revenue service, 8th August 1981.

Haymarket allocated 25231 stabled between duties at Haymarket MPD, 28th August 1977.

 

Locomotive History

25231 was originally D7581 and was built at Darlington works in 1963. After the completion of the ten class 25 locomotives transferred from Derby works (D5223 - D5232) Darlington Works set about its final order for twenty class 25's locomotives. These twenty locomotives (D7578 - D7597) featured internal changes from the previous order and would be later designated class 25/2, they were all fitted with a Stone Vapour L4610 steam heating boiler. Interestingly Darlington works continued to use the obsolete bodyshell design for these locomotives instead of the “cleaned up” version used by Derby works for the class 25/2 and 25/3 sub-classes. D7581 was delivered from Darlington works during December 1963, allocated to Nottingham MPD, and used to continue to remove steam from the Midland line duties. Being boiler fitted it was of interest to the Scottish Region operating department and at the end of 1967 it transferred to Eastfield and would remain in Scotland for the next fifteen years until 1982 when it was transferred to Longsight. 25231 received an Intermediate classified repair at Glasgow works in December 1979. In August 1985 it was withdrawn and dumped at Crewe until January 1987 when it made its way in company with 25048, 25145/75 and 25303 to Vic Berry's, Leicester and was broken up during April 1987.

 

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

   

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').

Originally conceived by British Leyland, the Metro was built to similar principals as those of the Mini it was intended to replace, with a small, practical platform with as much use available to the passenger as was possible. The car came under various initial guises, including the Austin Metro, the Austin miniMetro, the Morris Metro van and the MG Metro, a version of the car with a 1.3L A-Series Turbo Engine.

 

Although the car was launched in 1980, development of a Mini replacement had dated back to the beginning of the 70's. Dubbed ADO88 (Amalgamated Drawing Office project number 88), the Metro was eventually given the go ahead in 1977, but wanted to have the appeal of some of the larger 'Supermini' (what a contradiction in terms) cars on the market, including cars such as the Ford Fiesta and the Renault 5. Designed by Harris Mann (the same guy who gave us the Princess and the Allegro), the car was given a much more angular body for the time, but despite its futuristic looks did share many features of the earlier Mini, including the 675cc BMC-A Series engine that dated back to 1959, and the gearbox. Initial cars also included the Hydragas Suspension system originally used on the Allegro and the Princess, though with no front/rear connection. The car was also built as a hatchback, which would eventually be a key part of its success as the Mini instead utilised only a small boot.

 

The Metro was originally meant for an earlier 1978 launch, but a lack of funds and near bankruptcy of British Leyland resulted in the car's launch being pushed back. This delay however did allow the folks at Longbridge to construct a £200m robotic assembly plant for the new Metro line, with the hope of building 100,000 cars per year. Finally the car entered sales 3 years late and got off to quite promising initial sales, often being credited for being the saviour of British Leyland. The Metro was in fact the company's first truly new model in nearly 5 years, with the 9 year old Allegro still in production, the 1980 Morris Ital being nothing more than a 7 year old Marina with a new face, and the 5 year old Princess not going anywhere!

 

As mentioned, an entire myriad of versions came with the Metro, including the luxury Vanden Plas version and the sporty MG with its top speed of 105mph and 0-60mph of 10.1 seconds. Eventually the original incarnation of the car, the Austin Metro, went on to sell 1 million units in it's initial 10 year run, making it the second highest selling car of the decade behind the Ford Escort. However, like most other British Leyland products, earlier cars got a bad reputation for poor build quality and unreliability, combined with the lack of rustproofing that was notorious on many BL cars of the time.

 

The show was not over however, as in 1990 the car was given a facelift and dubbed the Rover Metro. The 1950's A-Series engine was replaced by a 1.1L K-Series, and the angular bodyshell was rounded to similar principals as those by acclaimed styling house Ital to create a more pleasing look for the 90's. This facelift, combined with an improvement in reliability and build quality, meant that the car went on to win the 'What Car?' of the Year Award in 1991.

 

In 1994 the car was given yet another facelift, with once again a more rounded design and removal of the Metro name, the car being sold as the Rover 100. Engines were once again changed, this time to a 1.5L Peugeot engine and more audacious colour schemes were available for the even more rounded design of the new car. However, the car was very much starting to look and feel its age. Aside from the fact that the design dated back to 1977, the new car was not well equipped, lacking electric windows, anti-lock brakes, power steering, or even a rev counter! In terms of safety, it was very basic, with most features such as airbags, an alarm, an immobiliser and central locking being optional extras.

 

Eventually the curtain had to fall on the Metro, and in 1997, twenty years after the initial design left the drawing board, it was announced that the car would be discontinued. Spurred on by dwindling sales due to lack of safety and equipment, as well as losing out to comparative cars such as the ever popular Ford Fiesta, VW Polo and Vauxhall Corsa, with only fuel economy keeping the car afloat, Rover axed the Metro in 1998 with no direct replacement, although many cite the downsized Rover 200 a possible contender. Stumbling blindly on, the next car to fill the gap in Rover's market was the 2003 CityRover, based on the TATA Indica, which flopped abysmally and pretty much totalled the company (but that's another story).

 

In the end only 2,078,000 Metro's were built in comparison to the 5.3 million examples of the Mini that it was meant to replace. The main failings of the Metro were down to the fact that the car was too big compared to the Mini, and the rounded old-world charm of the Coopers and Clubmans was replaced by the angular corners. Because of this the car simply didn't have the novelty that the Mini continued to claim even 20 years after the first ones left the factory, and the Mini would even go on to outlive the Metro by another 2 years, ending production in 2000, then going on to have a revival in the form of BMW's New Mini Cooper that's still being built today. Unlike the Mini, the Metro also failed to conquer the international market in the same way, scoring its 2 million units pretty much in Britain alone, although some cars were sold in France and Spain, but only to the total of a few hundred.

 

The Metro however survived only on fuel economy and its spacious interior, but by the early 1990's, whilst other car manufacturers had moved on leaps and bounds, Rover continued to be stuck in the past with not the money or the enthusiasm to change what was a terribly outdated and extremely basic car. Towards the end the Metro, which had only a few years earlier won awards for its practical nature, was ending up on lists for Worst car on the market.

 

Today however you can still see Metro's, later editions are especially common on the roads of Britain. Earlier models built under British Leyland have mostly rusted away and are apparently only down to about a thousand nowadays, but the Rover 100's and Rover Metros continue to ply their trade, a lonely reminder of how here in Britain, we can never ever seem to move on! :S

Class 491 (4TC) trailer unit 429 forms the rear unit of a service recently arrived at Waterloo, 17th November 1978.

 

Unit History

As part of the Bournemouth electrification scheme twenty eight, four car and three, three car trailer units were converted in 1966/67 from existing Mark I coaching stock built between 1954 and 1957. Externally they looked like the contemporary Southern Region EMU’s then being built using the Mark I coach bodyshell but were basically a non powered fixed formation set of coaches with driving cabs at each end. They could work in multiple with the majority of Southern Region EMU’s and also class 33, 73 and 74 locomotives. Originally 429 was one of the three car units (301) however this was reformed as a four car unit in 1974 with the additional vehicle again converted from a standard Mark I coach. Late in life they were reclassified class 438 and 429 became 8029. The class was withdrawn in the early 1990’s.

 

Avante GT (1982-86) Engine 1500cc Alfa Romeo

Production under 50

Registration Never Registered

 

The Avante was a short lived Coupe (1982-86) it was an attempt at an exotic GT car based on a Volkswagen Beetle chassis, although a version with Golf GTi running gear was also tried. Designed in a simular style to the ageing Nova kit car, it is believed that fewer than 50 were sold. The Avante came with a quality fibreglass bodyshell, with integral spaceframe giving good rigidity and Volkswagen running gear though different engine fitments were possible such as the Alfa Romeo Boxer engine or Ford CVH

 

There was also a 2+2 version, which is physically bigger than the two seater GT, stylistically the two variants differ with the 2+2 having rear quarter light windows

 

This example has a 1.5 litre Alfa Romeo Boxer engine and gearbox

 

Thanks for a stunning 60,329,500 views

 

Diolch am olygfa anhygoel, 60,329,500 hoblogaeth y Lloegr honno dros y Mynyddoedd

 

Shot 18.06.2017 at Trentham Gardens Car Show, Trentham, Stoke on Trent REF 128-036

   

Following withdrawal from Bakerloo line service in 1985, DM 10139 spent a number of years at Ruislip depot. It was reformed into unit 11172 (which had been used as a staff mess facility in the depot) at some stage while at Ruislip, replacing DM 10172.

 

10139 is seen in the sidings at the south end the depot on 1st July 1988. It had been heavily canibalised to keep the five active trains of '38 stock going. Note the broken windows, missing door and various parts dumped inside - there's even a guards panel visible in the third window from the front.

 

This car (together with 11172) eventually made its way to the Isle of Wight as a spare vehicle. (10139 and 11172 were provided as spare bodyshells in case one of the 18 other cars became damaged beyond repair). Although they were notionally allocated the unit number 483 010, they never carried passengers again. Their windows were plated over and they were painted blue with half-yellow fronts. They were initially stored in the siding at Sandown station before being moved to Ryde where the car bodies were removed from their bogies - the bodies spent the remainder of their time on the island languishing in the car park behind Ryde St Johns Road signal box. They were eventually scrapped circa 2001 following the reduction in the island's fleet size.

 

(Photographed from a passing Central line train).

Photo and information sourced from Railway magazine.

 

A brand new Class 70 locomotive that has never turned a wheel in revenue-earning service is almost certain to be written off after being dropped from a crane during unloading at Newport docks on January 5th.

No.70012 was badly bent in the incident and expected to be sent back to its American manufacturers, General Electric. It is understood that work has already started on building a replacement.

The £2 million loco was the last of five Class 70s to be lifted from the hold of the ship, the “Beluga Endurance”, when the accident happened.

The vessel’s in-built cranes had lifted No.s 70008/9/10 and 11 and deposited them on the quayside, but during the lift of 70012, one of the slings ruptured. One end of the 135-ton loco plunged some 15 feet onto the pontoon deck, quickly followed by the other end as the stress proved too much for the remaining slings.

As can be seen from the photograph, the frame and body of the loco were substantially bent in the impact, which effectively wrecked the locomotive by ‘breaking its back’. There was serious damage to the roofline, the bodywork and the wheelsets, not to mention as-yet unknown hidden damage behind the paneling.

Said on observer of the incident: “Unloading of the locos did not start until 14.30 and unusually continued into the hours of darkness. No. 12 broke through the deck and landed on top of food products. The only good thing is that it was the last loco to be lifted out and not the first, as otherwise it would have fallen onto the others and smashed them up too. It gives a whole new meaning to the phrase ‘Flying Banana’”.

Once various initial investigations had been completed, No. 12 was removed from the hold and placed on a road trailer for secure storage within the docks. It is to be returned to Canada for component recovery and because it never left the dockside, will never have officially arrived in Britain. It will effectively have been ‘lost en route’.

The ship left Newport on January 8 to unload its other cargo of grain in Belgium and was then due to head to a shipyard for repairs to its decking and pontoons, five of which were damaged in the impact.

The incident is believed to be unprecedented in the modern are, which is perhaps surprising given the huge number of diesel locos built in North America that have safely shipped to the UK and Europe during the last decade or so. As we closed for press, No. 70012 was still in Newport awaiting a ship back to the USA, where it will be returned to GE’s Eries plant for full assessment.

As the damage will form part of a major insurance claim it will be stripped and examined to see whether any components can be recovered. Key items such as the power unit, alternator and compressors will need stringent testing if they are to be re-used, but the bodyshell is almost certain to be scrapped, as is the frame – leading to speculation as to whether the replacement loco will be another 70012 or whether it will take the number 70013.

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

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

Registration Number RPG 83 R (Guildford)

VAUXHALL SET

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

 

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

 

Many thanks for a fantabulous 39,841,131 views

 

Shot at the Cars in the Park Show Lichfield 5th July 2015 Ref 107-446

 

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

 

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

 

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

 

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

 

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

 

HISTORY

THE PEOPLES CAR

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

 

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

 

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

 

DEVELOPMENT

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

 

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

 

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

 

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

 

THE FACTORY

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

 

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

 

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

 

WARTIME PRODUCTION

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

 

POST-WAR PRODUCTION AND BOOM

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

 

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

 

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

 

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

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

 

In Small Wonder, Walter Henry Nelson wrote:

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

 

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

 

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

 

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

 

DECLINE

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

 

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

 

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

 

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

 

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

 

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

 

WORLDWIDE END OF PRODUCTION

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

 

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

 

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

 

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

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

- Max cruising speed: 130 km/h

- Brakes: front disc, rear drum

- Passengers: Five

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

- Colours: Aquarius blue, Harvest Moon beige.

 

PROTOTYPES

DIESEL

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

 

DESIGN

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

 

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

 

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

 

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

 

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

 

EVOLUTION AND DESIGN CHANGES

BEETLE CABRIOLET

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

 

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

 

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

 

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

 

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

 

1950–1959 MODELS

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

 

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

 

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

 

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

 

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

 

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

 

1960–1969 MODELS

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

78 mm.

 

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

 

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

 

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

 

1970–1979 MODELS

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

WIKIPEDIA

Leopard bodyshell dropped onto the floorpan and running gear from the Skyline GT-R Group N racecar.

Coachwork by Henri Chapron

 

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 180.000 - 220.000

Sold for € 201.250

 

Parijs - Paris

Frankrijk - France

February 2018

 

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch, and steering. 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 1.911 cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1.985 cc unit, also available in 2.175 cc and 2.347 cc 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). 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.

 

Equipped with the semi-automatic transmission, this beautiful DS21 was delivered new in Paris, France to its first owner, engineer Mr Gaston Westercamp, who had ordered it at the Quai André Citroën. The car cost 27.640 francs, and the original bill of sale is on file. Fastidiously maintained by Mr Westercamp, the DS had covered some 82.000 km when he sold it in 2000. The car was still in superb original condition, retaining its original dark green leather upholstery and original carpets, while the body - rust-free and undamaged - had been repainted in the original Carrara White in the 1990s.

 

In 1975, Mr Westercamp had moved to Toulon, which is where the DS found its next owner: Mrs Jeltske Homan van der Heide, who continued to pamper the car for the next 17 years in the same manner as its first custodian. Now displaying a total of some 128.000 km on the odometer, this DS remains outstandingly original and in superb order, and as such is an exceptional rarity and an unusual find today. Fully serviced, it comes with all books, tools, service records, invoices, old Carte Grise, and the aforementioned 1967 sales invoice plus, of course, the all-important Attestation Chapron.

Legends car racing involves a style of race car sanctioned by INEX. Designed primarily to promote exciting racing and to keep costs down, the specifications are closely regulated to keep the cars similar. The bodyshells are 5/8-scale replicas of American sedans and coupess from the 1930s and 1940s, powered by a Yamaha 1200cc motorcycle engine. Total price cannot exceed $12,995. Some of these cars are driven by racers who are still to young to attain a driver's license for the street.

 

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

 

Seen roaring through Lichfield Trent Valley with an intermodal freight from Daventry to Grangemouth is DB Schenker Class 66, 66147.

 

One of Britain's, and indeed Europe's, most numerous diesel locomotives, the Class 66 has become the face of nearly every freight operating rail company on the UK network, a simple, utilitarian design with an enormous, powerful engine. But with it's popularity among rail companies came a price, as it is often listed as one of the most hated locomotives ever to hit the UK rails, largely because of the slew of older BR classic locomotives it replaced from the late 1990's onward.

 

But is it really deserving of such a bum rap?

 

By the mid-1990's it was apparent that a majority of the ex-British Rail locomotives were well beyond their bloom of youth. Aside from the Class 58's of 1983, the Class 60's of 1989, and the American built Class 59's of 1985, most locomotives in the service of freight companies were coming up to 30 or 40 years old, and reliability was a major issue. Years of under-investment in the BR freight sector Railfreight Distribution, had resulted in a fleet comprised of decrepit diesels such as the Class 37's and Class 47's, being worked into the ground to keep the company rolling. Although the opening of the Channel Tunnel in 1994 was a catalyst to investments for freight trains working those particular trunk routes to the South East, with the construction of the Class 92's and the refurbishment of Wembley based Class 47's, the remainder of the freight operators, by this time led by shadow franchises Loadhaul, Transrail and Mainline, were left with a fleet that was slowly dying before their eyes. Class 47's, especially, needed a major overhaul every seven years, costing £400,000; yet had an average daily availability of less than 65% with only 16 days between major failures.

 

Enter Wisconsin Central, who, in 1996, bought the three franchises together with Railfreight Distribution and mail operator Rail Express Systems to create EWS, or English, Welsh & Scottish Railways. As part of the franchise commitment, the intention was to replace the ageing diesel fleet with a standard design that would reduce maintenance and operating costs substantially, with higher levels of reliability and efficiency. Looking at the fleet of diesels in general, it was noted that among the most reliable classes in the UK were the small fleet of 15 Class 59's, built by General Motors between 1985 and 1995 for private Aggregate operators such as Foster Yeoman and Hanson, as well as energy company National Power for the haulage of their coal trains between Collieries and Power Stations. These engines were, for the most part, substantially younger than the likes of the Class 20's, 31's, 37's and 47's, and more reliable than the early built Class 56's from Romania, which were infamous for their poor build quality.

 

Seeing their success, EWS placed an order in 1997 for 250 locomotives based on similar principles to that of the Class 59, often dubbed one of the biggest locomotive orders since the age of Steam. Locomotives were built at GM's factory in London, Ontario, and externally the bodyshell and design shared that with the Class 59. Internally though, the engines took many of GM's previous developments and updated the engine and traction motors to enable higher speeds. The new locomotive was fitted with the 20 year old design of the EMD 710 12-cylinder diesel engine, found originally in the GP60 freight locomotives of North America. However, some of GM's newer creations also made it into the mix, such as updated cab-control systems, the kind found in the Irish Railways Class 201 of 1994.

 

Originally designated Class 61, the first of these new locomotives arrived by boat at Immingham in June 1998, prior to proving tests at Derby. The locomotives then shipped at a rate of 11 per month into the UK via Newport Docks, until the order was completed in December 2001. After unloading, EWS engineers then simply took off the tarpaulin, unblocked the suspension, and finally as each was shipped with water and fuel, hooked up the batteries, before starting the engine and handing the locomotive into service. Almost immediately, other UK freight operators took interest in the Class, and operators such as Freightliner, GB Railfreight and Direct Rail Services also placed orders for the class.

 

Upon their introduction, reliability levels for EWS's operations improved substantially. Each locomotive is specified and guaranteed to 95% availability, aiming for a minimum of 180 days mean time between failures. It is designed to cover 1·6million km between major rebuilds, equivalent to 18 years' service, with each major rebuild costed at £200,000. But with their success came the sad reality that the much loved classes of yesteryear were going to be given the push, and this is where a majority of the Class 66's unpopularity comes from. It could have been understood the replacement of the 40 year old Class 20's, 31's, 37's and 47's, as it was quite clear they were past their prime, the same could equally be said for some of the earlier Class 56's of the late 1970's. However, the line was stepped across with the withdrawal of the Class 58's and Class 60's, as the desire of EWS to have a standardised fleet, resulted in the removal of locomotives that were nowhere near life-expired. The large-scale retirement of these extremely reliable and powerful locomotives that weren't even 20 years old was seen as a travesty, and whilst some Class 60's have seen a revival with other operators as of late, the Class 58's are all but extinct, whilst many Class 60's continue to languish in yards across the UK, mostly at Toton in the East Midlands.

 

Nevertheless, the class continued to grow over the years, and, upon the conclusion of Class 66 production in the UK in 2014, 446 of the class were eventually built. But we can't forget also that the class has seen major success across Europe as well, with dozens of engines in operation in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy.

 

Today, a majority of the class is still in service with a variety of operators. DB Schenker, the successor to EWS, continues to operate the largest fleet of 249 locomotives. Freightliner operates 141, DRS operates 19, GBRf operates 72 and Colas Rail operates 5. Not all of the locomotives however remain with us, as three have been written off.

 

The first was 66521 on the 28th February, 2001, where after hitting a Land Rover that had fallen down an embankment from the M62 motorway, a southbound GNER InterCity 225 set led by lightweight Class 82 DVT, 82221, derailed and ran straight into the path of the oncoming Class 66 which was working a northbound coal train. With an estimated closing speed of 142mph, the DVT was obliterated upon hitting the Class 66, and the freight locomotive was mangled and distorted as it was crushed between its loaded coal train behind and the passenger coaches in front. In the disaster, 10 people were killed, including 66521's driver Stephen Dunn, although his instructor Andrew Hill, who was also riding in the cab, was able to survive. The locomotive however was for the most part destroyed, and scrapped later that year.

 

The second was on the 4th January, 2010 involving 66048, which derailed at Carrbridge in snowy weather. Coming down the Highland Mainline with a loaded container train, it passed a signal at danger and was derailed at trap points, subsequently falling down an embankment into trees and injuring the two crew members.

 

The third was on the 28th June 2012, where GBRf 66734 derailed at Loch Treig whilst working Alcan Tanks. The inability of recovery crews to access the highly remote and dangerous location resulted in the engine being cut-up on site.

 

Additionally, many Class 66's have suffered low-speed collisions and derailments, either through faults in the track, driver error, or faults with the rolling stock.

 

However, despite the criticism, and often being dubbed as bland and utilitarian, the Class 66 is still a major part of the UK freight network, working behind the scenes without need of major attention so as to get the job done. Indeed it may find a home among rail enthusiasts, and perhaps one day it'll be dubbed a classic like the Class 37's and 47's it replaced, but at the moment it's the UK networks humble hero, plying its trade the best way it knows how.

Working the 1A51 Manchester Piccadilly to London Euston through Polesworth is Virgin Trains Class 390, 390138.

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

Sunday afternoon scene at Clarebrand Depot...

  

From left to right;

James King Mercedes Vario 814D Plaxton Beaver 2 SF05FNS (Repainted Corgi Diecast)

ABC Travel Mercedes Vario 814D Plaxton Beaver 2 SF05FNT (Repainted Corgi Diecast)

ABC Travel Mercedes Vario 814D Autobus Nouvelle W837PPD (PSG Models Kit)

ABC Travel Scania L113CRL Wright Access Ultralow N254BKK (Repainted EFE Diecast with some modification)

James King Mercedes 614D Autobus Conversion V143FOS (Forthcoming Paul Ellender kit available June 2014)

Visiting Vauxhall Movano / Cymric Conversion (Quicksilver Kits Resin Bodyshell)

 

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

 

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

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

 

Registration Number YBH 510 M (Buckinghamshire)

 

TRIUMPH ALBUM

 

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

 

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

 

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

 

Diolch am 92,072,818 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 92,072,818 amazing views, every one is greatly appreciated.

 

Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-367

  

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

G-Model

 

Bonhams : The Autumn Sale 2020

Estimated : € 40.000 - 60.000

Unsold

 

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

 

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. Thirty-plus years on, Carrera 3.2s are now highly sought after and for very good reason, though finding one is not that easy.

 

Finished in grey with black leather interior, this Carrera 3.2 was delivered new in Düsseldorf, Germany equipped with the optional sunroof and rear wing, and is said to be standard apart from a larger-diameter sports exhaust system. The car comes with its Porsche service booklet recording maintenance by official Porsche dealers and independent specialists recognised by Porsche, testifying to the fact that it has been very well cared for. The Car Pass records the odometer reading as 245,000 kilometres and the Porsche also comes with Belgian Certificat d'Immatriculation, valid Contrôle Technique, three keys, and a car cover.

Vauxhall Astra (K Series) Design 100 VVT (2015-21) Engine 1399cc GM SGE S 99bhp (100 PS)

Registration Number FE 17 LUR (Nottingham)

VAUXHALL SET

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

 

Designed by Jeasoo Kim the Vaxhall - Opel Astra K was launched at the 2015 Frankfurt Motorshow for the 2016 model year. The Astra K is small and lighter than the earlier Astra J but its design produces a larger interior space. The completely new vehicle architecture plays a major role in the weight reduction, with the bodyshell accounting for a weight reduction of 357 to 280 kilograms, depending on the model. The car ws produced only as a five door Hatchback or five door Estate. Produced (Vauxhall) in the UK at Ellesmere Port, Merseyside or (Opel) at Gliwice, Poland for the LHD European market, and in Shangai, China by SAIC-GM as a Buick.

 

A facelift of Opel Astra K released around the summer of 2019. Changes were minimal, both inside and outside; with the main exterior change being a new front grille, new rear lights, as well as a new windscreen wiper mechanism

 

The Astra K was replaced by the Astra L for the 2021 model year with production shifting to Russelheim, Germany

 

Diolch yn fawr am 65,578,444 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 65,578,444 amazing views, enjoy and stay safe

 

Shot 06.05.2018 at Catton Hall Car Show, Catton Hall, Walton on Trent, Derbyshire Ref 133-611

  

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

Registration Number YSY 730 (Middlothian)

MERCURY SET

www.flickr.com/photos/45676495@N05/albums/72157623795938010

 

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

   

Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012

Registration Number DJV 300 C

FORD UK SET

 

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

 

The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 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. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1557cc

 

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 engine together with an Elan close ratio gearbox, he 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.

 

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

 

To homologate the car for Group 2, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs.

 

A Big thankyou for an incredible 24 Million views

 

Shot 04:05:2014 at the Donington Historic Festival REF 102-154

  

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

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

FORD (UK) SET

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

 

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

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

 

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

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

 

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

 

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

 

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

 

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-090

        

W111

Chassis n° 111026-12-001948

 

Zoute Sale - Bonhams

Estimated : € 80.000 - 120.000

Sold for € 143.750

 

Zoute Grand Prix 2024

Knokke - Zoute

België - Belgium

October 2024

 

The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE coupé/cabriolet and 300 SEL saloon were chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition. Thus equipped, the Coupé/Cabriolet was good for 205km/h (127mph) with 100km/h reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. Although the equivalent SEL saloon used the 'New Generation' bodyshell, the Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1959 on the 220 SE and, as befitted top-of-the-range luxury models, came equipped with automatic transmission, air conditioning, power windows and stereo radio as standard. Significantly, the 280 SE 3.5 was to be the final model to feature this long-established and much admired body style, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

 

One of only 3,720 Coupé examples produced, of which 3,025 were left-hand dive, this most elegant Mercedes-Benz, the top-of-the line 280 SE 3.5 V8 Coupe, was originally delivered to the United States and ordered in the stunning 'Tobacco Brown' colour scheme it is presented in today. It was bought by the immediately preceding owner - a UK-based enthusiast - for his impressive private collection in France. While there the car was maintained by his personal mechanic and saw only very limited use. The current vendor purchased the Mercedes in October 2016, since when it has benefited from considerable refurbishment. In 2017 the body was thoroughly restored and treated to a full professional respray at a cost of €12,490, photographs and details of which are on file. In 2021 various electrical and mechanical repairs plus a service were carried out at a cost of some €6,680. Early 2023 ignition and fuel injection systems were inspected and repaired at a cost of €4,385. Repairs have also been made to the air conditioning, suspension, interior, etc at a cost of €9,990, while the overhauled Becker Europa stereo is now functioning correctly. The total spend on the aforementioned works was approximately €35,000. The related invoices are on file together with various smaller bills. It should be noted that the Mercedes has been professionally converted to European specification, not only deleting the reflectors but also installing a km/h speedometer, etc. The replacement automatic gearbox had been installed already before the 1990s it is believed.

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

A grey, misty day at Toton MPD finds 56031 stabled in front of the depot awaiting its next duty, 16th October 1977. In September 1974 British Rail ordered sixty new heavy freight locomotives designated class 56. The order was split with thirty locomotives to be built by Brush and thirty locomotives to be built by Doncaster works. The body design was derived from the Brush class 47 and was of the load bearing monocoque type. The engine (GEC 16RK3CT) was of English Electric heritage and an uprated version to that fitted to the class 50. Although the engine was rated at 3520bhp in the class 56 it was derated to 3250bhp. The electrical equipment was derived from the Brush prototype locomotive HS4000 Kestrel and consisted of a Brush BA1101A 3-phase ac alternator driving six TM73-62 series wound, axle hung nose suspended traction motors. The bogies (designated CP2) were a Swiss design. Although ordered in September 1974 the first of the Doncaster works batch did not start physical construction until July 1976 when the fabricated bodyshells of the first two (56031/32) started to appear. Progress was slow due to shortage of labour and late delivery of components and 56031 eventually entered traffic on the 13th May 1977. In late 1999 56031 suffered cab damage following a collision near Redcar and was stored at Thornaby until March 2000 when it was reinstated following repair using replacement cab roof sections removed from 56035 at Wigan CRDC. It was stored again in July 2002, however in 2005 it was selected for overseas service in France with Fertis and repaired, repainted and dispatched to France for engineering train duties at the end of June 2006. It returned from France at the end of December 2006 and was stored at Old Oak Common until moved up to Crewe Diesel Depot for further storage in May 2009, where it currently (December 2011) can be found.

 

Praktica LTL, Ektachrome 200

 

Lancia Fulvia Rallye Coupe Series 1 (1965-70) Engine 1298cc V4 )HV Production 134,035 (+ 6170 Sport models)

Registrtion Number YVT 363 H (Stoke on Trent)

LANCIA SET

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

 

The Lancia Fulvia (Tipo 818) is a car produced by Lancia between 1963 and 1976. Named after Via Fulvia, the Roman road leading from Tortona to Turin, it was introduced at the Geneva Motor Show in 1963 and manufactured in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan

 

The Berlina and Coupe were designed byPiero Castagnero at Centro Stile Lancia. The Coupe it was introduced in 1965 as a compact two-door, three-box coupé. Built on a wheelbase of 150 mm (5.9 in) it was shorter than its sedan counterpart. As the last Fulvia model to be discontinued, the coupe was ultimately replaced in 1977 by a 1.3-litre version of the Beta Coupé.

 

Available in numerous forms, over two Series, Series 1 1965-70 and Series II 1970-74, and Series 3 1974-76.

 

The Series 1 was introduced as a 1216cc Coupe enlarged in 1967 to 1231cc producing 79bhp twelve months after its introduction it was joined by the competition version Coupe HF with a tuned version of the 1,216 cc engine producing 87 bhp, Bodywork was lightened by removing the bumpers, using an aluminium bonnet, doors and boot lid, Plexiglas side and rear windows, and bare steel wheels without hubcaps. In 1967 came two updated versions the Rallye 1.3 and Rallye 1.3 HF sharing a new 1,298 cc with outputs of 86 bhp and 100bhp respectively. In 1968 the Rallye 1.3 was replaced by the Rallye 1.3S updates an an increase in output to 91bhp. The Series 1 was topped out in 1969 by the more powerful Rallye 1.6 HF known as the Fanalone (big lamps) because of the characteristic upsized inner pair of headlamps, powered by a 1,584 cc engine producing 113bhp, other changes included negative camber front suspension geometry, with light alloy 13 inch 6J wheels; and a close ratio 5-speed gearbox and wheel arch extensions. The easiest way to distinguish this version is by the triangular holes between headlamps and grille. The works competition version produced in very limited could be tuned to 130bhp. This was the version used by the works rally team until 1974 when it was superseded in competition by the Stratos HF.

 

The Series 1 was replaced in 1970 by the Series II, introduced as the Coupé 1.3 S (1970-73) with a facelift body and new 5 speed gearbox it retained the 1298cc engine of 89bhp, cars were fitted with Larger Girling callipers and pads replacing the Dunlop system fitted to 1st series cars. Along with Coupé 1600 HF (1970 only) sharing the facelift and powered by 1,584 cc engine with Solex C42DDHF carb producing the bodywork was changed from the standard 1.3 Coupé to incorporate flared wheel arches (replacing the extensions used on 1st series. There was also a more luxurious version of the 1600 HF, the 1600 HF Lusso (1970-73) with extra trim, radio and fitted with bumpers. Mostly produced for export. For 1972-73 Lancia also introduced the Coupé 1.3 S Montecarlo a special edition based on the 1.3 S, commemorating Lancia's victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to the 1.6 HF bodyshell. Other accoutrements included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted.

 

The Series 3 was introduced with the Coupe 3 (1974-76), mechanically the same as the earlier Series 2 1.3 S except for the addition of emission control on the Solex carburettors. Other than for its Fulvia 3 badges it is easily recognized by its matte black grilled and headlight frame. It featured a new design of seats incorporating headrests and new white-faced instrument dials with an updated range of trim colours, materials and options.

Four car class 312 EMU 312108 leads a twelve car formation east through Stratford in the early morning winter sunshine, 17th November 1978.

 

Unit History

The class 312 EMU’s were built in three batches (between 1975 and 1978) for outer suburban passenger services. They were the last class of EMU to be constructed using the Mark II coach bodyshell, and also the last EMU’s built with slam doors. This latter feature contributed to their relatively early withdrawal. 312108 is from the first batch of nineteen units built at York works in 1975/76 for Great Eastern services out of Liverpool Street. It was renumbered 312788 in the early 1980’s and remained on Great Eastern duties until the late 1980’s when it transferred to London, Tilbury and Southend services from Fenchurch Street. It was displaced on these duties by class 357 Electrostar units and was withdrawn in 2003.

 

Some of you know that my real job is in designing and engineering real cars.

 

With that in mind, I thought it would be helpful to share some of the knowledge regarding the design, engineering and manufacturing processes involved in the creation of a new car.

 

A term that is frequently used within car companies, and which sometimes slips out into the media, but without much explanation, is the term 'Body-In-White'. The abbreviation of the term is BIW, though the full word usage occurs within companies when it is discussed.

 

So, what is the 'Body-In-White'?

 

Though the names says otherwise. It is not white. It does describe the stamped sheet metal of the body before it has been painted, had any trim attached, or any of the chassis and powertrain. It is frequently described as the 'body' of the car. And for a pickup, or similar vehicle, it will be the body prior to the attachment to the separate 'frame', which is attached underneath the car, and frequently attached by isolating mounts.

 

The BIW doesn't just include the main part of the monocoque (the 'stressed' load-bearing part of the car), but also the doors, bootlid (trunk), and bonnet (hood). All these parts usually get coated in protective coatings prior to the application of paint, together (though not always). Frequently, when the car is 'trimmed' - that is the addition of trim and interior - the doors are removed to make this easier, though they do travel along with the car that they were attached to during the paint process.

 

Stay tuned for further car-design, engineering and manufacturing information in the near future.

 

Regards,

 

lego911

 

These images are created for the first in a series of topics covering car design, engineering and manufacturing.

 

Body-In-White: www.flickr.com/groups/lugnuts/discuss/72157645669786809/

 

A central index will be created, over time, in this discussion thread: www.flickr.com/groups/lugnuts/discuss/72157646071614841/

Jaguar (XJ40) XJ12 6 litre Sovereign (1986-94) Engine 6000cc Jaguar V12

Chassis No: SAJJHALS3AR698810

Registration Number L 161 FNB (Manchester)

JAGUAR ALBUM

 

www.flickr.com/photos/45676495@N05/sets/72157623671588245...

 

Designed by George Thomson and Roger Zrimec under Doug Thorpe, the project XJ40 was developed at a cost of £80 million the car was designed in house after a Pininfarina design was rejected. It was the last car to be developed independently by Jaguar (prior to its takeover by Ford), and also the last to have been developed largely within the lifetime of the company's founder Sir William Lyons, who died shortly before its release. After very considerable delays the car was finally released in 1986, the controversial square headlights in all but the entry level cars . In 1989 under Ford control the model was revised. available with a choice of two variants of the straight-six AJ6 powerplant - the 2.9-litre SOHC unit (a derivative of Jaguar's legendary V12) or the 3.6-litre DOHC engine. By 1989, Jaguar had been bought by Ford who changed the engine offerings to a 3.2-litre DOHC, a 4.0-litre DOHC one, or the 6.0-litre Jaguar V12 (introduced December 1992 and said to offer c.310bhp with the four-speed automatic 'J-gate' transmission. They also replaced the often unreliable digital dashboard with conventional analogue instruments. As with previous generations of the XJ6, the most opulent versions carried the Sovereign badge.

 

The XJ12 was given the model code XJ81 and was debuted at the 1993 Amsterdam Motor Show. The XJ40 bodyshell was allegedly engineered to prevent fitting V-configuration engines, in particular the Rover V8, which British Leyland management had desired; this delayed the introduction of the V12-powered XJ12 until 1993 as the front structure of the XJ40 had to be extensively redesigned. Powered by a 6.0-litre version of the Jaguar V12 engine mated to a GM 4L80E 4-speed automatic gearbox. It could be identified by the XJ12 or Double Six badge on the rear and a V12 emblem on the glovebox. The XJ12 used the quad round headlamps, black radiator grille vanes, and a gold growler badge on the radiator grille top, while the Daimler received the rectangular headlamps. Early cars used stainless steel window frames, on later cars they were changed to black

 

This car was supplied new via Mead of Bolton to Ingersoll Rand (Sales) Ltd,

 

Chassis No: SAJJHALS3AR698810

Registration Number L 161 FNB (Manchester)

Supplied new via Mead of Bolton to Ingersoll Rand (Sales) Ltd,

 

This car was offered for sale by auction, at the H+H, Pavilion Gardens Buxton, 27.04.2022 with an auction guide price of £ 10,000 to £ 12,000

 

Diolch am 93,494,951 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 93,494,951 amazing views, every one is greatly appreciated.

 

Shot 27.04.2022 at the H+H Auction, Pavilion Gardens, Buxton 159c-020

  

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

Registration Number HDT 512 J (Doncaster)

TRIUMPH SET

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

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

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

 

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

 

Thanks for a stonking 62,666,810 views

 

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