Mercedes 300SL Gullwing AMG (1954) AMG conversions (1996-2006) Engine 5956cc V8 Production 11

MERCEDES SET

www.flickr.com/photos/45676495@N05/sets/72157623671722255...

The story goes that AMG were approached by the Sultan of Brunei with a request to to tune and modify six of his cars. The project was kept secret to all but a select few. In total 11 cars were modified, 8 300 SL Gullwings and 3 300SL Roadsters.The projest was overseen by AMG Project Manager Volker Niewig.

This car started life as a standard 1954 300SL Gullwing, the AMG modifications included all but the bodyshell of the original car. The finished car has a 5956cc V8 engine of 390bhp canted over in a modified engine bay in order to fit under the bonnet, a four speed automatic gearbox, five link rear suspension from the then current SL with brakes from the C36.

Inside there are fully adjustable Recaro leather seats, an airbag equiped steering wheel. The trim is finished in leather and Alacantara with specially fabricated carbon fibre dashboard to house the modified instruments. Top speed is electronically limited at 155mph.

The cost of each car was reputedly over 1,000,000 Euro and the total developement costs well over 4,000,000 Euro.

This car is the last of produced and the only one completed once AMG had become part of the Daimler Group

A big thankyou for an incredible 23.6 Million views

Shot 06:03:2014 at Mercedes Benz World REF 101-424

Bodyshell for a new Aventra unit; from the window arrangement, I believe this is a Class 720 vehicle.

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/?...

Recorded at Brno Královo Pole in April 2023, IDS Cargo 365 001 had charge of a block train of gas tanks [Zagkks].

The locomotive is one of a pair of former SNCB Class 12 [1984] locomotives re-built by CZ Loko to become Effiliner 3000 units. Locomotive 365 001 is the former 1203 dual-voltage Belgian machine that has been modernised with new cabs, brakes, traction equipment and electronic controls, retaining only the bogies and bodyshell. The maximum speed has been reduced from 160 to 120 km/h to reflect its use on freight traffic and following tests, the locomotive was approved for operation in the Czech Republic and Slovakia.

All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse

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

A brand new purchase for ConnexionsBuses, the first in 2 years, is of Mercedes-engined Euro 6 compliant Optare Solo SR YJ67 GGO - seen here at York Piccadilly working HCT service 16 to and from Acomb. This has gained the new-style Connexions logo with the union flag 'big X'; but the vehicle bodyshell itself is different from the other Solos as this has curved-top skirt panels as would normally be seen on a Versa, in addition to a new latch fitted between the front wipers. Audibly this bus sounds as if it has the same engine as a Wright Streetdeck, it certainly sounds almost identical to First York's 35100.

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

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

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

For 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.

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.

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.

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.

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.

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.

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.

Cars from the past seen on the street

The Triumph GT6 is a 6-cylinder sports coupé built by Standard-Triumph, based on their popular Triumph Spitfire convertible. Production ran from 1966 to 1973

In early 1963 Giovanni Michelotti was commissioned by Standard-Triumph to design a GT version of their recently introduced Spitfire 4 (also designed by Michelotti). An unmodified Spitfire 4 was delivered to Michelotti's design studios in Italy and late in 1963 the prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but the extra weight of the GT bodyshell resulted in extremely poor performance from the Spitfire's 1,147 cc (70 cu in) Standard SC engine, and plans for producing the Spitfire GT4 were shelved.

Michelotti's fastback design for the Spitfire GT4 prototype was adopted by the Triumph racing programme for the 1964 season, as it was deemed to provide an aerodynamic benefit over the standard Spitfire body shape. Fibreglass copies of the Spitfire GT4's fastback were grafted on to the race-modified Spitfires destined for competition. The Spitfire racing programme was successful,[1] and in 1965 resulted in 13th overall and a 1st in class at the prestigious 24 Hours of Le Mans (beating their main rivals, the MG Midgets). The Spitfire's competitive success and the continuing commercial success of the production vehicle led Triumph to re-evaluate its shelved plans for a GT version of the Spitfire. To overcome the lack of performance inherent in the heavier body style the Spitfire's 4-cylinder engine was replaced with the more powerful 2.0 L (1,996 cc) Triumph inline 6 originally derived from the SC and then in use in the Triumph Vitesse (which shared a similar chassis with the Spitfire and Triumph Herald). The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the "Spitfire" prefix) to emphasise its GT styling and its 6-cylinder engine.

Contemporary Triumph marketing advertised the GT6 as being developed from the "race winning Le Mans Spitfires" to capitalise on their aesthetic similarities, whereas the Le Mans Spitfires and the GT6 were actually two entirely separate development programmes (the GT programme pre-dating the racing programme). However, the marketing spin was so successful that many people erroneously believed the Le Mans Spitfires to actually be GT6s.

The final major facelift for the GT6 came in 1970 in the form of the Mk III. This time the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end. Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout fitted to the Spitfire Mk IV. This was a modification of the swing axle rear suspension used on the Herald-derived models, with the transverse leaf spring mounted on a pivot, eliminating roll stiffness at the rear, and thus greatly reducing the jacking effect under cornering loads. To compensate for this loss of roll stiffness, a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. There was still a fairly comprehensive options list, but the knock-on wire wheels were no longer available. The unladen weight increased slightly to 2,030 lb (920 kg).

Engine power and torque for the Mk III was similar to the Mk II, but better aerodynamics led to a new top speed of 112 mph (180 km/h) and a 0–60 mph (0–97 km/h) time of 10.1 seconds. Performance was now comfortably ahead of the MGB GT, which reached about 105 mph (169 km/h) and 0–60 mph (0–97 km/h) in approximately 13 seconds. Fuel economy was also improved to 28 mpg‑imp (10 L/100 km; 23 mpg‑US). The last USA models performed relatively poorly, owing to the compression ratios being reduced to allow the use of lower octane unleaded gasoline.

The Mk III never sold in the numbers hoped for by Triumph, and was comprehensively beaten in the marketplace by the MGB. Triumph refused to release an official convertible version of the GT6 and, after poor sales, it was dropped from the Triumph range at the end of 1973, although a few cars were sold the following year.

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.

Coachwork by Chapron

Chassis n° 4251058

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 150.000 - 200.000

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

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

In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection, and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron.

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

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

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

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

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

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

Registration Number G 690 ORJ (Manchester)

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 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

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.

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.

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/

Ford Escort RS1600 Mk,I (1970-74) Original Engine 1601cc S4

Race Number 125 driver unknown

Registration Number BAL 254 H (Nottinghamshire)

FORD (UK) ALBUM

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

The Mark I Ford Escort was introduced in Ireland and the United Kingdom at the end of 1967, making its show debut at the Brussels Motor Show in January 1968. Escort production commenced at the Halewood plant in England during the closing months of 1967, and for left-hand-drive markets during September 1968 at the Ford plant in Genk.

A higher-performance version for rallies and racing was available, the Escort Twin Cam, built for Group 2 international rallying powered by a Lotus-made eight-valve twin camshaft engine of 1588cc developed for the Lotus Elan. Production of the Twin Cam, which was originally produced at Halewood, was phased out as the Cosworth-engined RS1600 (RS denoting Rallye Sport) production began. with a 1601 cc Cosworth BDA which used a crossflow block with a 16-valve Cosworth cylinder head, named Belt Drive A Series The Mark I Escort became successful as a rally car, and eventually went on to become one of the most successful rally cars of all time. Both the Mexico and RS1600 were built at Ford's Advanced Vehicle Operations (AVO) facility located at the Aveley Plant in South Essex. As well as higher-performance engines and sports suspension, like the Mexico these models featured the strengthened bodyshell.

Ford also produced an RS2000 model as an alternative to the somewhat temperamental RS1600, featuring a 2.0 L Pinto (OHC) engine. This also clocked up some rally and racing victories

Diolch am 83,492,194 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 83,492,194 amazing views, every one is greatly appreciated.

Shot 17.07.2021 at Shelsley Walsh (Classic Nostalgia), Worcestershire 148-011

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

Registration Number NRE 235 B (Staffordshire)

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.

Diolch am 79,686,793 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 79,686,793 amazing views, every one is greatly appreciated.

Shot 05.01.2020.at Bicester Heritage Centre, Bicester, Oxon 144-511

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.

Adam arrives!

Arriving at the Brislington park and ride site for the 2016 Bristol rally was Adam Suttle in his preserved Bayline Ford Transit minibus, with Carlyle converted Dormobile bodyshell, new in February 1986. Adam had made the way up from his storage facility near Kingsbridge that morning.

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

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

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.

Lancia Fulvia 1.35 Sport Zagato (first series) (1965-69) Engine 1298cc V4 DOC

Registration Number BHY 103 H (Bristol)

LANCIA SET

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

he Fulvia Sport was a fastback 2-seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions. The Series 1 was launched at the 1965 Turin Motorshow. Three peculiarities of the Sport body were the engine bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of centimetres to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate.

The second series Fulvia Sport was launched at the 1970 Turin Motor Show. Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres. The body was now all-steel, and seated 2+2 passengers. Some of the Zagato's most unusual features were lost: the bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Several other changes set the second series apart from the first: new driving lights, side mirror moved from the wing to the door, larger bullet-shaped tail lights from the Peugeot 204, and stamped steel wheels without hubcaps

The Series II 1.3S shared the same engine as the Series Ibut with five speed transmission. Very early versions of these Series 2 cars were fitted with Series I bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all-steel bodyshells, no spare wheel hatch, and larger rear lights.

Many thanks for a fantabulous 32,612,400 views

Shot on 01.01.2015 at Brooklands New Years Day Classic Car Gathering Ref 104-167

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

Production 12,066

Registration Number RUT 513 G (Leicestershire)

TRIUMPH ALBUM

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

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

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

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

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

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

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

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)

Mk2A FK W13465 at Birmingham New Street on 30/06/84.

I've uploaded shots of W13465 before, albeit taken on a different date, but this one shows the corridor side more clearly. You can tell who was hacking old Hornby bodyshells around at the time!

Scanned from a Boots HR200 colour negative.

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.

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.

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.

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

Estimated : CHF 90.000 - 140.000

Sold for CHF 103.500 - € 94.288

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

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

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

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

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

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

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

Cadillac Series 62 Convertible (1954-56) Engine Options 331 cu (5.4ltr) OHV V8

Registration Number 329 UXO (London)

CADILLAC SET

www.flickr.com/photos/45676495@N05/sets/72157623638148297...

The Cadillac Eldorado is a luxury car manufactured and marketed by Cadillac from 1952 until 2002 over twelve generations. The Eldorado was at or near the top of the Cadillac line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells and were the most expensive models that Cadillac offered those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966

Launched in 1953 the first generation, designed by Harley Earl was only sold during a single model year (1953)

The second generation also by Harley Earl lost its unique sheet metal in an effort by GM to lower its price in order to increase sales. Now sharing its basic body shell with standard Cadillacs, it was distinguished mainly by trim pieces, including golden identifying crests centred directly behind the air-slot fender breaks, and wide fluted beauty panels to decorate the lower rear sides. These panels were made of extruded aluminium, and also appeared on a one of a kind Eldorado coupé built for the Reynolds Aluminium Corporation. Sales nearly quadrupled at a much more modest US$5,738 base price (equivalent to $65,102 in 2023 dollars with a total of 2150 sold. For 1955, the Eldorado's body gained its own rear end styling with somewhat higher, more slender, and distinctly pointed tailfins. For 1956, a two-door hardtop coupé version was released, called the Eldorado Seville and a two-door convertible named Eldorado Biarritz

Diolch am 88,161,238 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 88,161,238 amazing views, every one is greatly appreciated.

Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-106

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

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

GB Railfreight's long-term stored Class 92s, 92040 "Goethe" and 92045 "Chaucer" occupy their now familiar position alongside in the yard at Loughborough Brush.

Keeping the 92s company currently is GWR Class 319, 319444, which has a far more positive future as part of the bi-mode Class 769 "Flex" programme.

The History of the Stored Class 92s at Brush:

021, 040, 045 and 046 are the remaining stored Class 92s in the GB Railfreight fleet – with all four having been stored for the best part of two decades.

The Forgotten Four were part of the seven Class 92s originally owned by European Passenger Services (EPS) for use on the ill-fated Nightstar European sleeper service.

Up until April 2001, all of the EPS engines were used along with the rest of the Class 92 fleet as part of the common pool operated by EWS and based at Crewe ETD.

However, with the Nightstar project officially over, EPS offered their 92s for sale during 2000, but no buyers were found. Consequently, all seven were stored on 24 April 2001 - with 021, 040, 045 and 046 never having worked since.

021 and 040 were eventually purchased by Europorte (along with three other 92s) on 15 Feb 2007 from EPS for a total of £2m for the five locos (which cost £21m to build in 2007 prices).

021 and 040 remained stored and were moved by road from Crewe IEMD to Loughborough by Allelys in late July 2008. In Summer 2010, 021 and 040 moved to Cheriton where they remained for a while, before moving on to Coquelles/Frethun Eurotunnel Depot in Autumn 2011.

021 and 040 remained at Frethun Depot in store until being repatriated on 24/11/2018 and 08/12/2018 respectively for parts recovery and storage at Loughborough Brush.

The remaining two EPS 92s - 045 and 046 - were also purchased by Europorte in November 2007. They were both moved by road to Loughborough in late July 2008 and have remained at Brush ever since, donating parts to the rest of the Europorte/GB Railfreight fleet.

In February 2014, all Europorte Class 92s – including the stored locomotives - were sold to its then subsidiary, GB Railfreight Limited. The Caledonian Sleeper contract meant the GBRf active fleet increased to 12 of their 16 engines. However, the remaining four stored locos – ironically all originally intended for sleeper operations – are unlikely to work again.

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.

Renault 5 GT Turbo (1986-91) Engine 1397cc S4 OHV

Chassis No: VF1C4050501453391

Registration Number G 817 LGH (London SW)

RENAULT SET

www.flickr.com/photos/45676495@N05/sets/72157623690632985...

The second generation R5, marketed as the Renault 5 (or "Superfive"), was launched in the SuperMini category October 1984 The bodyshell and platform were completely new (the platform was based on that of the larger Renault 9 and 11), and R5 aesthetic remained; styling was by Marcello Gandini. The new body was wider and longer with 20 percent more glass area, more interior space, and a lower drag coefficient (0.35). The biggest changes were adoption of a transversely-mounted powertrain from the 9 and 11 and MacPherson strut front suspension. The five-door version arrived in May 1985.

The Renault 5 GT Turbo was introduced as a hot hatch version in Februar 1985. t used a modified four cylinder, eight-valve Cléon 1397 cc engine, a pushrod unit dating back to the 1962 original (in 1108 cc form). It was turbocharged with an air-cooled Garrett T2 turbocharger. Weighing a mere 850 kg (1,874 lb), and producing 113bhp (115 PS) permitting it to accelerate from a standstill to 60 mph (97 km/h) in 7.5 seconds. To differentiate it from the standard 5, it came with blocky plastic side skirts. Turbo lag was an issue, along with poor hot starting, and was considered rather difficult to control. The same engine was used, with similar issues, in the Renault 9 and 11 Turbos. The regular 43-litre (9.5 imp gal) fuel tank was considered too small for the thirstier Turbo and so a 7-litre (1.5 imp gal) supplementary tank was installed at the rear left of the car, and the 5 GT Turbo also received an oil cooler, suspension upgrades contributed tp a lower ride height

In 1987, the facelifted Phase II was launched changes included water cooling for the Turbo extending the life of the Turbo, a new ignition system which increased the engines RPM boosting output to 118bhp 120 PS.

In late 1991 the Renault 5 GT Turbo was discontinued, superseded by the Clio 16V and the Clio Williams.

This car was offered for auction described as having a - Mechanically uprated by its previous keeper with a double capacity alloy intercooler, uprated head gasket, new turbo, high-flow race radiator and Wossner forged pistons etc

This car was offered for sale at the H and H Buxton Pavilion Gardens sale of 10th April 2019, selling for £ 6,975 inc. buyers premium

Diolch yn fawr am 69,983,824 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 69,983,824 amazing views, enjoy and stay safe

Shot 10.04.2019 at The Pavilion Gardens, Buxton, Derbyshire Ref 138-279

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 fantabulous

47,953,649 views

Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-205

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

Registration Number C 275 XDB (Manchester)

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

47,392,563 views

Shot at Weston Park Classic Car Show 27.03.2016 - Ref 111-687

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.

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

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