For 1961, Mercury underwent a major transformation of its model line. In a transition from 1957 to 1960, Mercury again shared a bodyshell with a divisional counterpart, shifting from Edsel to Ford, with the Monterey becoming the equivalent of the Ford Galaxie. The Montclair and Park Lane were discontinued, shifting the Monterey from the base-trim Mercury sedan to its flagship, slotted above the newly introduced Mercury Meteor (as with the Comet, intended as an Edsel before the discontinuation of the division). One of the first examples of downsizing, by adopting a common chassis and body with Ford, the Monterey lost six inches of wheelbase, nearly two inches of width, and over 4 inches of length; dependent on powertrain, the 1961 Monterey shed over 300 pounds of curb weight. At 120 inches, the Monterey was given a 1-inch longer wheelbase than the Galaxie.

 

The Monterey was offered in four bodystyles, including two and four-door hardtops, a four-door sedan, and a two-door convertible. Sharing its roofline with the Galaxie (except for the Starliner fastback), the Monterey differed primarily by its grille; in place of two large taillamps, Mercury used six small taillamps. While slightly more adorned than its Galaxie counterpart, the Monterey continued to adopt more subdued styling, shifting chrome trim nearly entirely to the front and rear fascias and the roofline.

 

Shared with the Ford Galaxie, the Monterey again received the 292 cubic-inch Y-block V8 (175 hp), with the option of 352 and 390 cubic-inch FE V8s (220 hp and 300/330 hp, respectively). As before, 3-speed manual and 3-speed automatics were offered, with a 4-speed manual becoming an option.

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.

Working a light engine movement from Felixstowe to Peterborough North Yard are GBRf Class 66's, 66711 'Sense' and 66742 'Port of Immingham', stopping for a red light at Peterborough.

 

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 companies such as Freightliner, GB Railfreight and Direct Rail Services also placed orders.

 

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.

A stripped bodyshell mounted on a rollover jig.

Ref. 26-1611.

Audi 80 GL (1972-1976).

Escala 1/43.

Testauftrag >S<.

Schuco.

Made in Germany.

Production year: 1976.

 

"Schuco no. 26-1611 Test order S, from the 1976 series "For test drivers". Apart from actuality, what was special about these modellautos, that they could be divided into about 15 to 20 individual parts and thus the slogan test assignment got a special significance! (...)"

  

Source: www.autostadt.de/de/eshops/audi-80-gl.html

(original text in german language)

---------------------------------------------------------------------------------------------------

 

AUDI 80 (B1)

 

"The Audi 80 was developed by Ludwig Kraus and was presented in 1972.

It quickly became the bestseller in the lower middle class.

 

With a facelift in September 1976, the style of the Audi 80 was aligned towards that of the Audi 100, which had just been launched.

 

The Audi 80 GL was the top model in the series. Front-wheel drive, negative steering scrub radius and diagonal brake circuit distribution provided for driving safety even in adverse conditions."

 

Engine: 4-cylinder inline engine

 

Displacement: 1,297 cc to 1,588 cc

 

Power: from 55 hp at 5,500 rpm to 110 hp at 6,000 rpm

 

Series: 07/1972-09/1978

 

Production: 932,403 cars (without US models)

 

Source:

www.audi-me.com/me/brand/en/company/audi_history/Evolutio...

www.audi-me.com/me/brand/en/company/audi_history/Evolutio...

------------------------------------------------------------------------------------------------

 

Audi 80 (B1) (1972-1978)

 

"This model debuted in Europe in 1972 as the Audi 80, and in 1973 in Australia and North America (Canada and the USA) as the Audi Fox, and was available as either a two-door or a four-door saloon (sedan).

It effectively took the place of several models that Audi had discontinued (the F103 series, which included the first model designated as an "Audi 80"), and provided the company with a viable rival to the Opel Ascona and the Ford Taunus (Ford Cortina in the UK), as well as more upmarket offerings including the Alfa Romeo Alfetta and Triumph Dolomite."

 

"The Audi 80 B1 was only the second modern-era Audi product to be developed entirely under Volkswagen ownership - Audi chief engineer Ludwig Kraus had famously been disparaging about the outgoing F103 series, referring to it as the "bastard", owing to its Auto Union/DKW bodyshell and Mercedes-Benz engine.

The B1 was a clean break from the Auto Union era, being equipped with.a range of brand new 1.3- and 1.5-litre SOHC inline-four petrol engines - the first appearance of the now legendary EA827 series of engines, whose descendants are still used in VW Group vehicles to the present day."

(...)

 

"On the home market, two- and four- door saloons were available in base trim (55 or 60 PS, called simply Audi 80 and 80 S, respectively), as L models (LS with 75 PS engine) or as a more luxurious GL (85 PS only).

In September 1973, Audi added the sporty 80 GT (two-door only) featuring a carburettor 1.6 litre engine (code: XX) rated at 100 PS (74 kW; 99 bhp)."

(...)

 

"Audi's design and development efforts paid off during the 1973 European Car of the Year competition where the 80 won ahead of the Renault 5 and the Alfa Romeo Alfetta.

 

A facelift in autumn 1976 brought about a revised front end in the style of the newly introduced Audi 100 C2 with square instead of round headlights, 1.6- instead of 1.5 litre engines (still of 75/85 PS) and a new 80 GTE model with a fuel-injected version of the 1.6-litre (110 PS (81 kW; 108 bhp)) replacing the former 80 GT."

(...)

 

"The B1 platform was dropped from the European market in 1978, although it was sold into the 1979 model year in North America."

(...)

 

---------------------------

Audi 80 B1 (80/82)

 

Also called

Audi Fox

 

Production

1972–1978

1,103,766 built

 

Body style

2/4-door sedan

5-door wagon

 

Layout

Front-engine, front-wheel-drive

 

Platform

Volkswagen Group B1 platform

 

Engine

1.3 L I4

1.5 L I4

1.6 L I4

 

Transmission

4-speed manual

3-speed automatic

 

Dimensions

Wheelbase

2,470 mm (97.2 in)

Length

4,175 mm (164.4 in)

Width

1,600 mm (63.0 in)

Height

1,362 mm (53.6 in)

 

Chronology

 

Predecessor

Audi 72

 

Successor

Audi 80 (B2)

 

Source: en.wikipedia.org/wiki/Audi_80

 

More info:

www.speeddoctor.net/2012/audi-80-b1-1972-78/

2406 9905xx Queenstown Rd

 

BR came up with a plan to use the Mklll bodyshell into a modern express EMU and the 442 was the result.

Not the prettiest of trains but definetly a step up from the CIG/VEP Mk1 style of train which predominated at the time.

In true Southern style the motors from the 4Rep's were reused and they were given NSE livery from the off.

Unfortunately, because of their rounded looks, were given the nickname "Plastic Pigs" which they hardly deserved.

They were brought in to serve the newly electrified route from Bournemouth to Weymouth with a few used on other routes but they plied trade for nearly 20 years on the route before being replaced by the Class 444's.

Once they passed to Stagecoach they soon became reliveried in Stagecoach express livery which suited them well,

2406 leads another set through Queenstown Road in May 1999.

Quenstown Road is part of a labyrinth of tracks and routes which intermingle pass over / under each other on the exits from both Victoria and Waterloo stations along with the West London Line just to the east of Clapham Junction.

Here are two Danish Railways DSB locomotives. The ME is by MCK and numbered 1530, the MZ is by Hobbytrade and numbered 1456. The Roco also produce a MZ but the Hobbytrade model is of a later seriesIV model with a completely different bodyshell.

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

Registration NumberE 992 BMV (London SE)

VOLKSWAGEN SET

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

 

The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.

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

 

Thanks for a stunning 60,983,5732 views

 

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

 

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

   

Coachwork by Pininfarina

Chassis n° 12031

 

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

 

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

 

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

 

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

 

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

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

 

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

 

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

 

Bonhams : the Zoute Sale

Sold for € 805.000

 

Zoute Grand Prix 2017

Knokke - Zoute

België - Belgium

October 2017

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/

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

 

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

 

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

1967 Daimler Sovereign 4.2

Lot 1 (Kempton Park Racecourse, 18th October 2006)

 

Sold for £5,738

 

(including buyers premium)

  

Lot details

Registration No: PGV102E

Chassis No: 1A32348DN

Mot Expiry: April 2007

 

Introduced in 1966, the Daimler Sovereign was a more luxurious version of the contemporaneous Jaguar 420. Differentiated from its badge-engineered sibling by means of a different grille and better standard equipment, it otherwise shared the same four-door monocoque bodyshell equipped with all-round independent coil-sprung suspension, disc brakes and a detuned version (245bhp vs. 265bhp) of the Jaguar MKX's 4235cc DOHC straight-six engine. In many ways a testbed for the forthcoming Jaguar XJ6's styling and mechanical layout, the Daimler Sovereign remained in production until 1969 by which time some 5,829 are thought to have been made. Among the rarest of the Browns Lane designed Daimlers, the Sovereign is a highly underrated motorcar.

Finished in British Racing Green with suede green leather upholstery, this particular example is described by the vendor as being in "very good" overall condition. Reportedly "a very rare manual (overdrive) matching numbers original colour car with Jaguar Daimler Heritage Trust Certificate", 'PGV 102E' is further understood to have been begun life in the Channel Islands where it was used for "diplomatic service until returning to the UK during 1976". Apparently treated to refurbished front / rear subframes (new mountings, suspension bushes, bearings, universal joints, wheel bearings etc), an overhauled steering box, rebuilt differential, reconditioned callipers and new brake discs by its previous keeper, the Daimler has also benefited from replacement carpets / headlining and dashboard relacquering. Indeed, the car is thought to have had "some £4,000 recently spent on it". Though, we are informed that "no receipts are available as the owner purchased parts at Jaguar Spares Days and carried out the work himself". Boasting "new wire wheel hubs / spinners, tyres that have done less than 2,000 miles, power steering and a period Motorola radio (in working order)", 'PGV 102E' is said to "drive well with good oil pressure". Believed but not warranted to have covered 59,000 miles from new, this pampered Daimler is offered for sale with MOT certificate valid until April 2007 and historic class (free) road tax until March 2007.

 

www.handh.co.uk/auction/lot/1-1967-daimler-sovereign-42/?...

Mini 850 Mk.III (1969-76) Engine 848cc S4 Tr OHV

Registration Number JPC 603 K

MINI (BL) SET

 

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

  

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

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

 

This car was originally supplied by Swain & Jones in Farnham, with an invoice totalling £669.00 and registered on 14th December 1971, with the optional extras of a heater - £ 11 and seat belts £ 6-50, a one owner car with only 30,000 miles, It was offered for sale at the H+H Brooklands Auction of 8th March 2014, with an Estimate of £ 4 - 5500 selling for £ 5152.

 

A big thankyou for an incredible 23.7 Million views

 

Shot 06:03:2014 at Brooklands REF 101-501

 

The original Rover 200 (sometimes referred to by the codename SD3) was the replacement for the earlier Triumph Acclaim, and was the second product of the alliance between British Leyland (BL) and Honda. Only available as a four-door saloon, the 200 series was intended to be more upmarket than the company's Maestro and Montego models, which the 200 Series came in between in terms of size. It was launched on 19 June 1984, at which time there was still a high demand for small family saloons, with many manufacturers selling this type of car under a different nameplate to similar-sized hatchbacks. For example, Ford was selling the saloon version of the Escort as the Orion, the saloon version of the Volkswagen Golf was called the Jetta, and Vauxhall would soon launch an Astra-based saloon called the Belmont. The Rover 200 Series, however, was not based on a hatchback.

 

Essentially, the 200 series was a British-built Honda Ballade, the original design of which had been collaborated upon by both companies. Engines employed were either the Honda Civic derived E series 'EV2' 71 PS (52 kW; 70 bhp) 1.3 litre 12 valve engine, or BL's own S-Series engine in 1.6 litre format (both in 86 PS (63 kW; 85 bhp) carburettor and 103 PS (76 kW; 102 bhp) Lucas EFi form). The resulting cars were badged as either Rover 213 or Rover 216.

 

The 213 used either a Honda five-speed manual gearbox or a Honda three-speed automatic transmission. The British-engined 216 also employed a Honda five-speed manual gearbox, unlike the S-Series engine when fitted in the Maestro and Montego. There was also the option of a German ZF four-speed automatic on some 216 models as well.

 

The Honda-badged version was the first Honda car to be built in the United Kingdom (the Honda equivalent of the 200 Series' predecessor, the Triumph Acclaim, was never sold in the UK). Ballade bodyshells, and later complete cars, were made in the Longbridge plant alongside the Rover equivalent, with the Ballade models then going to Honda's new Swindon plant for quality-control checks.

 

This model of car is well known as Richard and Hyacinth Bucket's car in the BBC Television sitcom Keeping up Appearances (1990–1995). A blue 213 model was also used in the Series 2 episode "Think Fast, Father Ted" of comedy series Father Ted.

Speeding north with the 1H11 London Euston to Manchester Piccadilly is an unidentified Virgin Trains Class 390 Pendolino unit.

 

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.

MG C GT (1967-69) Engine 2912cc S6 OHV BMC C Series Production 4457 (GT only)

Registration Number RTO 951 G (Nottingham)

MG SET

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

 

The MGC was introduced in 1967, develped under the BMC code number ADO 52 it was intended as a replacemet for the Austin Healey 3000 Mk.III. BMC first considered using a six cylinder version of the BMC B Series engine used by BMC Australia but instead settled on the 3 litre BMC C Series in use in the Austin 3 litre Saloon, producing 145bhp with its twin SU carburettors in the MGC.

 

The MGB style bodyshell needed revisions around the engine bay and to the floor pan, but externally the only differences were a distinctive bonnet bulge to accommodate the relocated radiator and a teardrop for carburettor clearance. It had different brakes from the MGB, 15 inch wheels with Pirelli Cinturato 165HR15 tyres, and different suspension Like the MGB, it was available as a coupé (GT) and roadster

 

In 1967 Prince (King) Charles took delivery of an MGC GT (SGY 766F), which he passed down to Prince William 30 years later

 

Diolch yn fawr am 71,334,600 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 71,334,600 amazing views, enjoy and stay safe

 

Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-413

   

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

 

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

 

Specifications:

 

Chassis

 

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

 

Engine

 

The V4 engine of a 1972 Fulvia Berlina

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

 

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

 

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

 

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

 

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

 

Coupé 1.3 S Montecarlo: 1972–73.

 

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

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Lancia_Fulvia

 

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

Mini 1275 Mk.III (ADO 20) (1969-76) Engine 1275cc S4 Tr OHV

Registration Number XLV 107 J (Liverpool)

MINI (BL) SET

 

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

  

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

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

 

This car sports a Police roo, sign, unsure wether it was actually used for Police duties. Any confirmation appreciated

 

Thankyou for a massive 54,152,295 views

 

Shot 29.08.2016 at Shrewesbury Steam Rally, Onslow Park, Shrewesbury REF 119-358

  

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

Registration Number EGJ 856 X

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)..

 

Shot at Tatton Park, Manchester, Classic Car Show 18:08:2012 REF 88-121.

Coachwork by Henri Chapron

 

Bonhams : the Zoute Sale

Estimated : € 240.000 - 320.000

Sold for € 425.500

 

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

 

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.

 

The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in present-day top-of-the-range models.

 

In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.

 

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

 

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

 

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

 

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

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

See more car pics on my facebook page!

 

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

 

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

 

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

 

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

501 was the 'base' version.

502 added air conditioning to the specification of the 501.

503 added power steering to the specification of the 502.

504 added automatic transmission to the specification of the 503.

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

 

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

  

(Wikipedia)

 

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

Registration Number K 515 MGU

VOLKSWAGEN SET

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

 

The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.

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

 

Many thanks for a fantabulous

44,441,525 views (adjusted and readjusted during FLICKR re-engineering, reduced by around 650,000)

 

Shot 23.08.2015 at Lupin Farm, Classic Vehicle Gathering, Orgreave, Alrewas, Staffordshire - Ref 109-1055

  

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

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

FIAT SET

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

 

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

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

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

The United Kingdom market initially received only the 1.4 and 1.6 versions of the Tipo, with the 1.8 and 2.0 petrol engines and the diesel powered units not being imported until the early 1990s. The top of the range available in the UK was the 2.0 Sedicivalvole (16 valves).. The Sedicivalvole gained its engine from the Lancia Thema, and with a much smaller and lighter bodyshell to house it, this power unit brought superb performance and handling, and a top speed of around 130 mph

 

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

 

Many thanks for a fantabulous 34,592,300 views

 

Shot at Curborough Sprint Course 26:04:2015 Ref 105a-544

 

MG MGB (Mk.II) GTS Replica (1972) Engine 1798cc S4 OHV BMC B Series

Registration Number YUJ 20 K (Shropshire)

MG SET

 

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

 

This car is a replica of the MGC GTS Racecars, created by the BMC Competitions Department to promote the new MGC by entering them in high profile GT races. Their target being the annual twelve hour endurance race at Sebring Florida. The MG would clearly have a power disadvantage, so the Competitions Department set about reducing the cars weight, Specially fabricated aluminum body panels were ordered for the MGC "GTS" or "Sebring" racecars. Most of these panels were made on regular production press dies by supplier Pressed Steel. Fenders were a conspicuous exception: they were hand-made and they featured aggressive fender flares to suit oversized tires. The following bolt-on panels were made from aluminum instead of steel: front valance, front fenders, doors skins, and GT hatches. (Aluminum bonnets were already standard equipment.) Aluminum rear fender flares were riveted onto modified steel quarter panels, and the rivets were hidden under body filler and paint. Aluminum roofs were also riveted and glued on. However, the underlying structure of the MGC GTS bodyshells remained essentially stock because these were unibody cars. Strength and stiffness were achieved by spreading stress through spotwelds into thin sheetmetal. Regular mass-produced steel parts were used for most of the cars' structural core: floorpans, transmission/driveshaft tunnels, crossmembers, rocker panels (inner and outer), firewalls, inner wings, rear wheel wells, the heelboards behind the seats, and of course the subframe sections that ran underneath the floorboards. Also the engine block and cylinder heads were specially cast to save weight compared to the iron blocks and heads used on production cars. The Comps team only used an aluminum MGC engine block once, and the results weren't good, but the aluminum heads worked out much better.

Enough panels were produced to fabricate six cars plus spares but only two were ever raced by the Comps Department.

The GTS racecar debuted with a four cylinder engine and a regular MGB bonnet because the upcoming MGC model was still a well-guarded secret. The occasion was the 1967 Targa Floria endurance race in Sicily. Sadly, it finished far enough behind the winner that its results weren't officially classified. Updated with a six-cylinder engine and MGC style bonnet, this same car was entered at Sebring in 1968 and 1969.

 

isappointing race results at Sebring in 1969 and in light of pending discontinuation of MGC production, an executive decision was made to liquidate inventory of GTS bodies and attendant spare parts held at Abingdon. By 1969 the official entrant was British Leyland Motor Corporation when the cars were entered for the Sebring Twelve Hour race. This was the last "works" race entry for the MG marque.

After the 1969 Sebring 12 Hour race, the Comps Department sold ADO52-1060 and ADO52-1059 in America at an advertised price of $4500 each (including spare engine, transmission, and rear axle) instead of shipping them back to England. The two cars remain intact and un-raced in private collections

 

Diolch am olygfa anhygoel, 62,259,101 oblogaeth y Lloegr honno dros y Mynyddoedd

 

Thanks for a stonking 62,259,101 views

 

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-513

      

EWS Class 37 number 37261 'Caithness' was a really late survivor in Railfreight Distribution livery and is seen departing Bescot on 01.02.99 light engine. After surviving in service with DRS until 2014 and almost being broken up completely the bodyshell has been rescued for preservation.

Bonhams : the Zoute Sale

Estimated : € 120.000 - 160.000

Sold for € 115.000

 

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

 

A 'modern classic' if ever there was one, Porsche's long-running 911 arrived in 1964, replacing the 356. The latter's rear-engined layout was retained, but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3 litres and, in turbo-charged form, put out well over 300 horsepower. The first of countless up-grades came in 1966 with the introduction of the 911S for the 1967 model year. Easily distinguishable by its stylish Fuchs five-spoked alloy wheels, the 'S' featured a heavily revised engine producing 160bhp, the increased urge raising top speed by 10mph to 135mph. Thicker, ventilated disc brakes were fitted to the 'S' and there were also improvements to the interior, including a leather-rimmed steering wheel.

 

Over the past 40 years few sports cars have proved as versatile as Porsche's perennial 911, a model that has proved equally capable as a Grand Tourer, circuit racer or rally car. Success in the latter role came only a few years after its introduction, when works driver Vic Elford became European Rally Champion in 1967. In the modern era the 911 has established itself as one of the most popular and successful cars in historic rallying worldwide.

 

The Porsche 911S offered here, chassis number '11800760', is one of the last of the early short-wheelbase type much favoured by the historic rallying fraternity, a situation that has led to unmodified examples such as this one becoming a great rarity and consequently much in demand.

 

Finished in arguably the best colour combination of Tangerine with black leatherette interior, this Porsche 911 was delivered new to Italy on 1st June 1968, and is instantly recognisable as an Italy-delivered car by virtue of its special indicators, which were only fitted for the Italian market. This car was also equipped from new with the desirable five-speed gearbox option.

 

In February 1987, the car moved to Brussels, Belgium with Mr Pietro De Rosa, who kept it until recently. Unusually, this car retains its original Belgian registration papers dating from 1987, which are still current. Some mechanical refurbishment was carried out in 2016, while the carburettors were professionally overhauled only a few months ago. Recently the underbody and sills benefited from extensive work to make excellent again. An older restoration, this car retains its original interior and can be described as in lovely condition, 'on the button' and ready to go.

 

Accompanying documentation consists of a Porsche Certificate of Authenticity; Certificate of Conformity issued by D'Ieteren in 1987 when the car came to Belgium; old Contrôle Technique dated 1987; invoices for recent works and parts; compression test; and a Classic Data report confirming the car's condition and estimated value of €175,000 in 2016.

Bonhams : The Autumn Sale 2020

Estimated : € 120.000 - 180.000

Sold for € 143.750

 

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

 

"The Mercedes 220 SE coupé is a very fine engineering achievement. Not only does it provide fast and economical transports for four and their luggage, but outstanding roadholding and riding qualities make this a car which is a pleasure to drive hard, and one in which it is safe and comfortable to do so. Furthermore, it has superb brakes and a high standard of mechanical refinement." – Autocar.

 

Mercedes-Benz debuted four new models at the Frankfurt Show in 1959 - the 220 SEb among them - all of which shared the same basic unitary-construction bodyshell and all-round independent suspension. This new 220 family moved Mercedes-Benz's styling into the modern era; longer than their predecessors, these elegant newcomers featured a wider radiator shell, wrap-around windscreen, enlarged rear window and vertically stacked twin headlamps. The new 220 SEb retained the fuel-injected, single-overhead-camshaft engine of the previous 220 SE, though maximum power of the 2,195cc six was increased by five horsepower to 120bhp (DIN). Top speed was now 172km/h with 100km/h attainable in under 14 seconds.

 

Coupé and Cabriolet models appeared in 1960 and 1961 respectively, minus the already dated-looking tail fins of the saloon. More modern in style, the luxurious 220 SEb Coupé and Cabriolet were better appointed too, being equipped as standard with a rev counter, leather upholstery, and four-speed automatic transmission with floor-mounted gearchange lever. Girling servo-assisted front disc brakes were fitted from the start of production, a benefit not enjoyed by the saloon until 1962. By the time production ceased in October 1965, fewer than 17,000 220 SEb Coupé and Cabriolet models had been manufactured, of which only 2,729 were Cabriolets, and today these stylish and luxuriously equipped Grand Tourers are highly prized.

 

This superbly restored Mercedes-Benz 220 SEb Cabriolet was delivered new in Germany. A matching-numbers example equipped with the desirable manual 'floor shift' gearbox, the Mercedes was sold new to a member of the United States' armed forces, who, it is presumed, took the car to the USA.

 

The present owner discovered this 220 SEb Cabriolet while searching for rare spare parts for his Mercedes-Benz 300 Adenauer Cabriolet D. Visiting the classic car fair in Stuttgart in March 2015, he became enchanted by this Mercedes 220 SEb cabriolet, which he considered to be the most perfectly restored vehicle on show. Delivered new in Germany, retaining matching numbers, and restored to concours standard, it met all of the perfectionist owner's exacting criteria and duly became part of his private collection on 1st March 2016. Since then, some 1,000 kilometres have been covered, including a recent trip to the Coppa Classic Concours in Belgium where it won the award for 'Best Restored Car'. Finished in the attractive colour combination of Burgundy with tan interior, and guaranteed to turn heads wherever it goes, this quite exceptional soft-top 4-seat Mercedes is well-documented and offered with all its original books; M-B Datakart; a selection of restoration photographs; and Belgian registration documents.

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

 

Development:

 

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

 

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

 

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

 

Mechanicals:

 

AJ6 4.0 L engine (in a 1990 Daimler)

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

 

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

 

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

 

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

 

Exterior:

 

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

 

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

 

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

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Jaguar_XJ

 

Coachwork by Chapron

 

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 present-day top-of-the-range models. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc capacities, while other DS developments included a restyled front end, 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). Despite a much-reduced demand for bespoke coachwork after WW2, Chapron survived thanks to his exemplary creations for Delahaye, Talbot and Salmson, switching to offering bespoke versions of unitary construction models when motor manufacturers began to abandon the traditional separate chassis frame. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car.

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

 

Built in 1964, this DS 19 Décapotable has the original-style front end predating the revised version introduced in 1967. A semi-automatic transmission model, the car was delivered new in Lyon, France and remained with its original owner until 1971. The second owner, a resident of the Loire region in France, kept the DS until 1999 when it passed to the current (third) owner in Holland. Between 1999 and 2002, the car was completely restored in Holland, including an interior re-trim and renewal of the electrics, with complete overhauls of the engine and transmission being carried out in 2015. Invoices relating to the 2015 overhauls are on file, and the DS also comes with its original first-owner and second-owner French Cartes Grises. The car is currently registered in the Netherlands and has a valid technical inspection.

 

The Zoute Sale

Bonhams

Sold for € 181.700

Estimated : € 135.000 - 175.000

 

Zoute Grand Prix 2016

Knokke - Belgium

Oktober 2016

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.

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

Race Number 4 Howard Wise + John Young

 

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.

 

This car raced at Donington in the HRDC Celebration of the BTCC race for Touring Cars

 

A Big thankyou for an incredible 24 Million views

 

Shot 04:05:2014 at the Donington Historic Festival REF 102-147

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

R129

 

Estimated : CHF 35.000 - 45.000

Sold for CHF 28.750 - € 26.105

 

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

 

In 1989 Mercedes-Benz retired its classic Type R107 bodyshell that had been used for a succession of beautiful sports roadsters for almost the preceding 20 years, replacing it with an equally appealing, sleek new design in the modern idiom. This new Type R129 body style was used for three different engine types: 6.0-litre V12, 5.0-litre V8, and 3.0-litre straight six. As installed in the 500SL, the fuel-injected, 32-valve V8 produced 326bhp and delivered stupendous performance, as reflected in a 0-100km/h (62mph) time of 6.2 seconds and a top speed of 250km/h (156mph). As one might expect, these new SL luxury sports cars were designed to be world leaders in their class and were lavishly equipped in the best Mercedes-Benz tradition.

 

This outstanding example of Mercedes-Benz's luxury flagship was sold new to Gunter Sachs, the famous German photographer, documentary film-maker, author, industrialist and third husband of Brigitte Bardot, who bought the car as a gift for his then wife, Swedish former model, Mirja Larsson. The Mercedes was next owned by another gentleman and then by the current vendor, who later sold the car before buying it back in 2018. Finished in the desirable colour scheme of silver with black leather interior, this immaculate car was last serviced in May 2018 and is offered with Swiss registration papers and its stamped service booklet. Top of the range, the highest-performance model in 1989 and European-delivered, this is the one to have.

Singer Gazelle Series VI (1965-67) Engine 1725cc S4 OHV

Production 14,842

Registration Number DPE 151 D (Lincoln)

SINGER SET

 

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

 

The Gazelle was introced in September 1956, as the first Singer to be produced following the take-over of the Singer company by the Rootes Group earlier that year. and was a version of the mainstream Hillman Minx differing mainly in retaining the Singer overhead cam engine. Externally the only significant difference was a restyled nose based around a traditional Singer grille., the body style which as well as the Minx and Gazelle included the Sunbeam Rapier became known as the Audax body and had significant input from the US design school of Raymond Loewy. Initially the Gazelle was offered as a Saloon or Convertible with an Estate joining the line up for 1957 with the Series II

 

The Gazelle was updated with 10 Series during the cars 14 year production life, as Seies 1, II, III, IIIA, IIIB, IIIC,, IV, V, VI, and VII.

 

The Series VI was introduced in 1965 as the last of the Audax shaped Gazelles, the engine was the Rootes all new 1725cc with a five bearing crankshaft and initially an output of 65bhp, later reduced to 59bhp.

The grille shaped changed to a small rectangluar design replacing the oval of all earlier versions and was no longer attached to the opening bonnet remained fixed to the front panels on opening.

 

The Series VI Gazelle was replaced by the Seies VII in 1967, built on the Rootes Arrow bodyshell.

 

Many thanks for a fantabulous 36103,000 views (recalculated by Flickr)

 

3hot at the Enfield Pagaent N. London-25:05:2015 Ref 106-441

  

Fiat Strada (Ritmo) Abarth (3rd Series) (1985-88) Engine 1995cc S4 Twin Cam Production 1,790,000 (all 3 Series)

Registration Number D 520 MVS (Luton)

FIAT SET

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

 

The Fiat Ritmo was designed by Sergio Sartorelli at Centro Stile Fiat amd lainched in 1978 at the Turin Motorshow, as a small family car with avante garde styling. The export version for most English-speaking markets was badged Fiat Strada.Produced over three Series from 1978-88 with total sales of 1,790,000 and was replaced by the Fiat Tipo. Technologically, the biggest innovation of the Ritmo was not the car itself but the way in which it was manufactured at the Cassino plant. Fiat, in conjunction with its subsidiary Comau, developed the pioneering "Robogate" system which automated the entire bodyshell assembly and welding process using robots, earning the car the advertising slogan "Handbuilt by robots",

 

The 1st Series launched in 1978 was well received in the key Italian and German markets but was critiscised for its basic interior trim, which Fiat was quick to address.In May 1981, the first sports version, the Ritmo 105 TC, was launched. Available only as a 3-door, it was powered by a 105 PS (77 kW; 104 bhp) Fiat DOHC engine with a displacement of 1,585 cc, and a Bertone built Cabrio was launched the same year.In September 1981, Fiat displayed the Ritmo Abarth 125 TC at the Frankfurt Motorshow. This model was not available for right-hand export markets because the position of the exhaust downpipe did not allow for a relocated steering column and system.

 

The second series was launched In October 1982, the Ritmo was re-engineered and restyled to improve its competitiveness against rivals, such as the mk.3 Ford Escort and Vauxhall Astra. The chassis was lighter by 70 kg and noise levels and harsh handling improved. The facelift saw the Ritmo acquire a more conventional look.with the round headlights no longer intersected the bumper bar but were rectangular and now integrated in a separate grille, and the taillights were similarly integrated into the body instead of inset in the rear bumper.In addition, all models now featured Fiat's new corporate five-bar emblem at the centre of the grille, with base models featuring single round headlamps and all other, double round headlights (in Britain, all models of this generation featured twin headlamps). The bonnet no longer had an air scoop and the roof was now completely flat (with the upward sweep of the first series found to cause vortexes and contribute to dust and water over the rear window.

 

The Third series followed in 1985 with a less drastic facelift included restyled front & rear bumpers, and lower plastic panels on the doors the rear bumper now housed the number plate at low level, whilst the space between the rear lights was filled with a plastic panel. The 130 TC Abarth benefitted from the same external changes as the other models, in addition to new wheels and interior trim.

  

Many Thanks for a fan'dabi'dozi 25,414,100 views

 

Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-348

 

Coachwork by Henri Chapron

 

The Chantilly Sale - Bonhams

Sold for € 184.000

 

Chantilly Arts & Elegance Richard Mille

Château de Chantilly

Chantilly

France - Frankrijk

September 2017

 

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch, and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in top-of-the-range models until earlier this year. The DS's original 1.911 cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc 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.

 

Le cabriolet Citroën « usine » était construit sur le châssis allongé et plus robuste du break ID. but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. Au total, 1 365 cabriolets « usines » furent construits, soit avec moteur DS 19 ou un moteur DS 21 entre 1960 et 1971, tandis que Chapron en construisait 389 autres de son côté, le dernier en 1973.

 

A 1970 model built late in 1969, this beautiful DS21 has the late-type dashboard, seats, and rear lights, and is equipped with the semi-automatic transmission. It is estimated that fewer than 100 were built in this specification. The car carries Chapron body number '9347' and was delivered new in Germany in 1970. In 1971, the German owner moved to Rotterdam in Holland where he obtained the Dutch licence plates that are still on the car ('95-76-TE').

In 1979, the original owner sold the Citroën to the second owner, Mr Anton Lauwaars, another Rotterdam resident, by which time it had covered circa 34.000 km. A well-known property developer, Mr Lauwaars owned the car until he died in 2016 : it was always kept in his garage and only driven in summer months. The DS was serviced regularly and subjected to Classic Data appraisals throughout Mr Lauwaars' ownership; these are all on file, testifying to the fact that the car was always in very good condition, never rusty or damaged.

 

As one would expect of a car that has had only two owners and has always been well maintained, it is outstandingly original, retaining the original chassis, body, engine, and interior. Trimmed in black leather, the interior has a delightful patina and benefits from new carpets (replaced in 2015).

 

In the lush surroundings of the New Forest, 4-VEP 7719 was passing Lymington Junction with a Brockenhurst to Lymington Pier service on July 24th 1986. In the days before central locking, the second slam door of the leading car, appears to be not fully closed.

There were 194 x 4-car 4-VEP's built between 1967 and 1974. Mostly built at York with some cars constructed at Derby, they were amongst the last EMU's utilising the BR Mk.I bodyshell. The last well-worn examples were withdrawn in 2005.

Volkswagen Golf (mk.2) Driver (1989) Engine 1595cc S4

Registration Number G 690 ORJ (Manchester)

VOLKSWAGEN SET

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The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.

The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.

 

The Volkswagen Golf Driver was a limited edition model with the looks of the GTi but powered by a 1.6 litre 72bhp carburettor fed engine

 

Many thanks for a fantabulous

47,392,563 views

 

Shot at Weston Park Classic Car Show 27.03.2016 - Ref 111-689

 

Austin Allegro 1'5HL (1976-80) Engines 1485cc. S4 Tr.

Registration Number OOB 385 X (Birmingham)

AUSTIN SET

 

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

 

This car is the last Austin Allegro of the production line

 

The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974

 

The updated Allegro 2 was launched at the 1975London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.

 

The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982

 

Many thanks for a Supersonic

53,384.198 views

 

Shot 29.05.2016 at Gaydon Motor Museum, Transport Show REF 119-131

We are at the Moulton Bicycle Club annual weekend meeting at The Hall, Bradford on Avon, Wiltshire. The home of the late Alex Moulton and the Moulton Bicycle Company.

 

In a break from tradition, some cars that were either owned by Alex or had Moulton suspension systems were invited and displayed.

 

After Alex's death in 2012, his motor vehicles were offered for sale via auction. This is one of them.

 

Description from the auction website: www.bonhams.com/auctions/21274/lot/351/

 

First registered on 10th October 1966, this Mini Cooper S is the most important of all the vehicles owned by Alex Moulton and was his personal favourite. It is of great historical significance and has not been seen in public for many years. 'GMR 135D' has been extensively modified and reworked by several acknowledged Mini experts and comes with a large file of supporting paperwork, some of which is highly desirable in its own right and certain to be of immense interest to Mini historians.

 

From 1965 Alex began thinking about buying a Mini Cooper. He was well acquainted with several of the racing and tuning experts who had been up-rating the Mini for competition purposes, in particular the legendary Daniel Richmond and his wife, Bunty, who owned and ran Downton Engineering in the village of Downton near Salisbury. In the accompanying history file there is correspondence between Alex and Downton Engineering, firstly enquiring after a special tuning kit for a Morris 1100 (this letter was replied to personally and signed by 'Bunty') and then, dating from August 1966, an order with Downton for a new Mini Cooper 'S' to be supplied 'with Alec's (Alec Issigonis) acquiescence, with an automatic gearbox'. This was obviously not approved of by 'Issi' as the car was delivered with manual transmission! The original sales invoice for 'GMR 135D' is dated 22nd September 1966 for a total (after discount and the addition of delivery charges, etc) of £784 5s 10d. Some of Alex's paperwork is addressed personally to 'Daniel' (Richmond). More letters refer to tuning and other modifications carried out by Downton Engineering shortly after Alex took delivery and also to his subsequent delight at the car's performance once it was returned to Bradford-on-Avon.

 

Over the following dozen-or-so years, 'GMR 135D' underwent many modifications, some of which are referred to in the file. Around 1968 the car was stripped down and rebuilt using a new Mark 2 bodyshell, the floor being specially stiffened with glassfibre, increasing the rigidity and weight for better roadholding. A Webasto fabric sunroof was fitted at this time and roof itself covered in black vinyl. The bodyshell was painted in the original colour scheme of Island Blue by Colour Developments Ltd (Arthur H Meaden, Coachworks, Ltd) of Frome Road, Bradford-on-Avon. The suspension was refined and a Hydragas system fitted. This was an early experiment and helped pave the way for the introduction of Hydragas to mainstream production, starting with the Austin Allegro in 1973. The front passenger seat was removed and a Rolls-Royce Shadow style passenger seat installed at the nearside rear to enable Alex to be driven in style! The driver's seat was modified to Alex's own specification and the interior re-trimmed in black.

 

In 1980 the Mini was retired for several years, re-emerging in the early 1990s. In 1994 Richard Longman & Co of Christchurch, Dorset, fitted a Jack Knight five-speed manual gearbox at a cost of £2,800. (Longman was a former championship rally driver who had worked for Daniel Richmond at Downton Engineering before starting his own specialist business). The engine has been modified and tuned by Longman more than once, and in 2002 this included the fitting of an electronic distributor. (It has not been modified to accept unleaded petrol). Twin electric fuel pumps are installed, also a Kenlowe electric cooling fan. In 1995 a new VIN plate had to be fitted for MoT identification purposes. Presumably this had been overlooked when the new bodyshell was fitted. Somerford Minis of Great Somerford, Wiltshire fitted a new rear sub-frame in 2006.

 

From 1989 until 2005 routine maintenance and repairs were carried out by Bradford-on-Avon Rover specialist E W Stone Ltd of Station Garage, St Margaret's Street. This was a former BMC/BL/Austin Rover dealership favoured by Alex for many years. Stone's closed in 2006 but their repair record cards were copied and are included in the history file. In addition there are miscellaneous papers such as MoT and licensing documents, magazine articles, technical literature, photographs, catalogues and other items too numerous to mention. The most recent MoT certificate expired in August 2011. Currently SORN'd, 'GMR 135D' comes with V5C registration document and will require re-commissioning before returning to the road.

 

Over many years Alex demonstrated this car to many influential design engineers and motor industry executives, and some of these demonstrations featured in magazine and newspaper articles. The Mini Cooper also appears in Alex's autobiography, published in 2009. In short: this is a very important vehicle that is being offered for sale for the first time ever on the open market and is certain to attract worldwide attention.

West Coast Railway Company class 57/3 no. 57315 sits dead down on the rear of 5Z66 Derby-> Carnforth Steamtown Empty Coaching Stock at Derby on 14th December 2014. Fellow class 57/3 no. 57314 was at the business end of the train.

 

Although disliked by many, I quite like the West Coast Railway Company livery.

 

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

The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. It was the first British five-door hatchback.

 

The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group, and the last production car designed by famed designer Alec Issigonis. It was the first car to be launched by British Leyland.

 

The new chairman Lord Stokes decided to also change the hatchback's name to the Maxi in homage to the Mini of 10 years earlier. All Maxis were produced at the Cowley plant in Oxford, although the E-Series engines were made at a new factory at Cofton Hackett in Longbridge.

 

Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.

 

Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800 "Landcrab", which gave the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors).

Audi 90(B3) Quattro Turbo Coupe (1987-91) Engine 2309cc S5 20v

Registration Number F 333 AOH (Birmingham)

AUDI SET

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The Type 89 Audi 80 (1986-91) was joined by the in line five cylinder Audi 90 in 1986 as more luxurious variant of the 80. They were based on a new platform which broke away from Volkswagen B3 platforms of the Passat. It introduced a new aerodynamic look in a fully galvanised bodyshell. The zinc coated body encouraged Audi to offer a 12 year anti-perforation guarantee. The platform was re-designated Type 8A in 1990.

The Audi 90 differs from the 80 by its full width tail light panel, head lights which feature additional high beam lights, and a different grille. The side indicators are repositioned from being alongside the head light to a position in the bumpers alongside the fog lights. The 20 valve engine is the first offered by Audi since the Audi Quattro Sport.

The smaller 2.0ltr 115bhp ws joined by a larger 2.2ltr 136bhp in mid 1989 with the extr capacity making up for the power loss caused by the standard catalytic converter. At the same time Sport version of the two and four wheel drive 90s were added, the 20 valve version of the 2,3 ltr engine producing 170bhp with lowered suspension and fatter tyres to handle the extra performance

 

Many thanks for a fantabulous 35,721,200 views

 

3hot at the Enfield Pagaent N. London-25:05:2015 Ref 106-164

Austin Allegro 2 1300 HLS (1979-82) Engine 1275cc S5 BMC A+ Series

Registration Number SWK 701 W (Coventry)

AUSTIN SET

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

 

The Allegro (ADO67) was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974

 

The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.

 

The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982..

 

Thanks for 20.2 Million views

 

Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-041

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

56097 moved up to make room for the bodyshell off 56312

Having already been stripped and removed from its bogies Class 46 Peak 1Co-Co1 diesel electric locomotive 46005 has reached the final stages of having its bodyshell cut up at Derby Works on 17th April 1978. It was built at the same works and entered traffic as D142 in 1961. Having worked from the London Midland region, often on inter-regional services to Bristol, it was transferred to Bristol Bath Road depot (82A) and later to Laira Plymouth in 1973 from where it was withdrawn in December 1977.

S1219

Vauxhall Cresta EPIC (1955-57) Engine 2262cc S6 OHV Production 166504

Registration Number KWM 312

 

VAUXHALL SET

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

  

Vauxhalls first six cylinder E Series model was in 1951 as the Velox EIP, updated for 1952 as the EIPV with a new 2262cc S6 OHV 68bhp engine the model served as the top of the range from its inception to 1955 when joined by the EIPC Cresta.

The Cresta had the same bodyshell and shared the same 2262cc engine in the same state of tune as its Velox sibling. But was intended to counter the top of the range Ford Zodiac, the two models (Cresta and Velox) positioned in the same way as the Ford Zephyr and Zodiac. The Cresta came with leather or fabric upholstery options , and an optional two tone colour scheme inside and out, a heater came as standard as did a small electric fascia mounted clock, a cigar lighter, a lamp automatically illuminating the boot when opened and a vanity mirror on the inside of the front passenger's sun visor along with a special ornamental badge above the V (for Vauxhall) badge on the nose of the car. A radio was optional.In October 1955 a facelift model with deeper front and rear screens was introduced. The balanced drop windows were replaced by ones with proper winding mechanisms, there were interior trim improvements, separate amber rear flasher lights and windscreen washers became standard. A new chrome plated grille with fewer vertical slats replaced the earlier diecast version. More changes were made in October 1956, with a new grille with horizontal bars, higher compression ratio engine, electrically operated windscreen wipers (replacing the camshaft driven system) and changes to the body trim and two tone colour scheme. In June 1957 the Cresta received a redesigned engine of the same capacity based on the deeper block design

 

Many Thanks for a fan'dabi'dozi 26,274,500 views

 

Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-739

 

Chassis n° 404/2030

 

Bonhams : the Zoute Sale

Estimated : € 230.000 - 260.000

 

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

 

Imitation is said to be the sincerest form of flattery; nevertheless it seems unlikely that BMW's engineers felt particularly gratified when the Bristol Car Company obtained the rights to their automotive designs as part of Germany's post-WW2 reparations. Thus it came about that the Bristol 400, which commenced production in 1947, was effectively a synthesis of three pre-war BMW designs, with a chassis derived from that of the 326, an engine from the 328 sports car, and an aerodynamic bodyshell similar to that of the 327 coupé. But Bristol did more than simply copy the work of its German counterparts; the application of aviation industry standards to its manufacture resulted in a car more refined and considerably better constructed than its Teutonic forbears.

 

With the 1953 introduction of the short-wheelbase 404 coupé, the Bristol line at last lost its resemblance to the pre-war BMW, swapping that distinctive two-piece radiator grille for an equally unmistakable, aeronautically inspired air intake. The body was still an ash-framed, aluminium-alloy panelled structure, but the bonnet was now forward-hinging and for the first time the spare wheel was accommodated in the near-side front wing. Bristol continued to use the BMW-based, 2.0-litre, six-cylinder engine with its ingeniously arranged, pushrod-operated inclined valves, and this was available in either 105bhp or 125bhp form in the 404. The gearbox remained a manual four-speed unit with first-gear freewheel. Famously dubbed the 'Businessman's Express', the 404 excelled at providing high-speed travel in comfort -the very definition of 'Gran Turismo'. The car's aircraft-industry standard of construction did not come cheap however, and only 52 examples found customers between 1953 and 1955.

 

Its accompanying Bristol Heritage Certificate confirms that this 404 was supplied new on 15th October 1954 to Mr Remy Mannes, the then Bristol dealer in Brussels, Belgium. The car was supplied in left-hand drive configuration for Europe with a rare km/h speedometer, green leather interior, and European dipping, all of which it retains today. The engine number quoted on the certificate is '100B/3534', whereas today a more desirable and later type B2 engine ('100B2/4070') is fitted. The car's original exterior colour is listed as black. Mannes had ordered this 404 for a client from Antwerp. Related documents on file include a copy of the original order from Établissements Remy Mannes to 'The Bristol Aeroplane Company Limited'; a copy of the sales invoice; copies of all transport papers; and some hand-written notes.

 

In July 1968, the Bristol returned to the UK having been purchased by one Michael Beardmore, and was registered in the UK with the number 'LGU 200', which it still carries today. The car was sold again in the early 1970s to a Mr Bradburn, who sold it and bought it back again in 1982 (see correspondence on file dated 1982). While in his ownership, 'LGU 200' was featured in an article in Thoroughbred & Classic Cars' June 1983 edition (article on file).

 

The Bristol moved to Oslo, Norway in 1985 (old title on file), returning to the UK in 1989. The previous owner registered the car in 1989 and the last owner in 2008. Today, 'LGU 200' is presented in lovely condition, with its believed original and well-preserved interior possessing a beautiful patina.