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Transit Group may be all but forgotten in Milton Keynes but they will live on through this model. It is a resin bodyshell of the 8.5m Dennis Dart/Plaxton Pointer produced by Paragon Road Services to fit the shortened chassis, interior and glazing of an EFE diecast, and represents one of the many such vehicles in the Transit fleet. This one, originally DR111 (J611 DUV), was unusual in retaining its Routemaster registration WLT 946 after leaving London service.
This is a new, fictional BR version of the Northern Ireland Railways Class 80 DMU. Based on the MkII coach bodyshell, the Class 80 was an interim step between the previous generation of above-floor-engined diesel-electric multiple units (DEMUs) and the subsequent NIR Class 450 and BR prototype Class 210 units, both of which were based on MKIII coach bodyshell. DMUs of this layout had been used on the Southern Region since 1957 as an interim step towards full electrification. Many lasted long enough to pass to private operators in the mid-1990s, by which time they were well past their sell-by-date with severe body corrosion, before being replaced with more modern, underfloor-engined types or swept aside by long-awaited electrification schemes. This fictional image supposes that BR received a follow-on build of NIR Class 80-style units in the early 1970s to enable an earlier withdrawal of its first-generation units. Thanks again to Gordon Hawkins for the base image (17-Aug-25).
This image is protected by copyright law and it would be an offence to publish it elsewhere without prior written permission. Follow the link below for additional information about my Flickr images, including an explanation of the terms 'fiction', 'digital representation' and 'digitally-coloured':
Concours of Elegance info:
One of the seven exceptional Ferraris participating in the Concours at the 2014 Concours of Elegance will be this ultra rare and highly sought-after 250 California Spyder SWB.
One of only two examples made at Maranello to true competition standard, this short wheelbase California Spyder has a lightweight aluminium bodyshell, built by Scaglietti.
From the moment the SWB 250 Spyder was unveiled at the 1960 Geneva Motor Show, the car was hailed as an instant classic. This 1961 example was raced successfully by its original German owner in the early 1960s, before being acquired by an American collector, and now in British hands, with the car being fully restored and regularly used in anger.
It was a real head-turner, when displayed in the Fountain Gardens at Hampton Court Palace at the Concours, from 5-7 September.
Hampton Court Concours of Elegance
Hampton Court Palace, East Molesey, Surrey
5th-7th September 2014
Happy ‘May the 4th’!
For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.
One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.
The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.
As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.
One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.
This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars
Morris 1800S Mk.II (1968-72) Engine 1798cc S4 OHV Production 95271 (Morris Mk. I, II and III) Total ADO 17 Production 386,000 (Austin 221,000, Morris 95271, Wolseley 35597)
Registration Number EHN 91 J (Darlington)
MORRIS SET
www.flickr.com/photos/45676495@N05/sets/72157623690377489...
The BMC ADO17 is the model code that was used by the British Motor Corporation (BMC) for a range of cars produced from September 1964 to 1975 and sold initially under its Austin marque as the Austin 1800. The car was also sold as the Morris 1800 and Wolseley 18/85, and later as the Austin 2200, Morris 2200 and Wolseley Six. In Denmark it was sold as the Morris Monaco. Colloquially known as the "Landcrab",
The car was unconventional in its appearance in 1964, with its large glasshouse and spacious, minimalist interior including leather, wood, and chrome features plus an unusual instrument display with ribbon speedometer and green indicator light on the end of the indicator stalk. There was a chrome "umbrella handle" handbrake under the dashboard parcel shelf, and the two front seats met in the middle and could be used, on occasion, as a bench seat. Both Alec Issigonis and Pininfarina worked on its exterior. The technology "under the skin" was also unconventional and ahead of its time, including Hydrolastic suspension and an example of inertia-controlled brake proportioning. The bodyshell was exceptionally stiff with a torsional rigidity.
Introduced in 1964 as the Austin 1800, the car was subject to progressive developement followed by the arrival of the Morris 1800 in early 1966.
The Mark II version was launched in May 1968 featuring a cheaper and more conventional interior, revised front grilles and other trim, and for the Austin and Morris models the slim, horizontal rear lights were replaced by vertical "fin" lights which gave a family look along with the smaller ADO16 range.Other changes included a higher second gear and final drive ratio for the manual transmission, conventional suspension bushes, a higher engine compression ratio boosting output to 86bhp and larger wheels.
The 1800S was introduced in October 1968 as the perrformance model in the range, with its twin SU carburettors producing 95bhp, by 1970 this had risen to 97bhp.
This car was originally a civilian car, replocated in the 1990's by Durham Constabulary to the exact specification of their patrol cars of the 70s. It has period Smiths gauges inc oil pressure, vacuum, battery , there !s a rev counter and time clock. Blue light and horns ( nee nar ) and hand held spotlight for seeking out the baddies in the dark. This Police car is the only one in existence in the Durham Constabulary Police colours, .
Many thanks for a fantabulous
48,485,040 views
Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-404
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]
This Lego miniland-scale 1986 Jaguar XJ6 (XJ40) has been created for Flickr LUGNuts 85th Build Challenge, - "Like, Totally 80s", - for vehicles created during the decade of the 1980s.
A Porsche 356A 1600 Super Speedster on a lift, above an upside-down 914 racing bodyshell (widened fenders, rollbar). In the foreground a lowly Boxster. That 914 tickles the imagination... Meanwhile, the airborne Speedster provides a good representation of how a swing-axle rear suspension works!
Chassis n° 1E1944
Coachwork by Lynx
This car started life as number 3 short nose D Type built by LYNX in 1977. The car was then converted by LYNX into a LYNX XKSS in the 80s.
Bonhams : The Autumn Sale 2020
Estimated : € 250.000 - 350.000
Sold for € 184.000
Autoworld
Brussels - Belgium
September 2020
"The factory fire in February 1957 extinguished the career of the XK SS, a road-going sports car based on the D-Type. As a result of the hiatus in production, and dislocations of plans for new product lines as important as the 3.4 saloon, the XK SS was abandoned. It was a cruel fate for a car that was a true thoroughbred, made in the image of the Le Mans winner, and one of the classic might-have-beens of motoring history." – Eric Dymock, The Jaguar File.
One of the rarest Jaguars of all, the XK SS was a spin-off from the D-Type racing programme. To satisfy the FIA's sports car regulations, the D-Type had been built in numbers greatly exceeding the demand for such a specialised piece of racing equipment, and conversion to road trim was viewed as the best way of clearing unsold stocks, hence the XK SS. The idea of a road-equipped D-Type is credited to Jaguar works driver Duncan Hamilton, who fitted a windscreen and hood to his ex-factory 1954 Le Mans car ('OKV 1') in 1956.
Modifications to make the D-Type acceptable for road use included installing a seat and door on the passenger side; removing the division between driver and passenger; fitting a full-width wraparound windscreen; and heat-shielding the side-exit exhaust system. A mohair hood and detachable side screens provided weather protection, and, as twin fuel tanks and the spare wheel occupied the boot space, a luggage rack was provided on the tail. The 3.4-litre XK engine remained pretty much to racing specification, producing around 250bhp, which, in a car weighing just 18cwt (914kg), made for electrifying performance. Production commenced during the winter of 1956, but the loss of a number of bodyshells in the fire at the Brown's Lane works in February 1957 severely curtailed the XK SS programme, with the result that only 16 had been made when production ceased in November of that year.
Testing an XK SS in 1957, the esteemed American motoring journal Road & Track recorded figures of 5.2 seconds and 13.6 seconds for the 0-60mph and 0-100mph times respectively, which are none too shabby even by today's standards. With an estimated top speed in excess of 150mph, the XK SS remained the fastest catalogued Jaguar sports car for many years.
Like many other legendary sports cars, the Jaguar XK SS inspired a number of imitations. An acknowledged master in this highly specialised field is the Sussex-based firm of Lynx Engineering, which enjoys an international reputation for accuracy and quality second to none. The car we offer is the third chassis manufactured by Lynx and the first of the exclusive series of only nine such replicas built to Jaguar XK SS specification (see email correspondence on file from Lynx and the company's co-founder Chris Keith-Lucas). Its history is known from new; indeed, this XK SS served as Chris Keith-Lucas's wedding car!
Built in the late 1980s, this XK SS takes its identity from a 1967 Jaguar E-Type, chassis number '1E1944', which was registered in the UK as 'PEH 670F'. Of riveted aluminium sheet, the coachwork conforms to the original method of construction. Unlike the original, however, the Lynx XK SS is powered by a larger, 3.8-litre XK six fitted with triple-Weber induction and a stainless-steel sports exhaust system. (Its original engine was a 4.2-litre XK unit taken from a Series 1½ E-Type.) Finished in British Racing Green, the car also features competition wheels and a nicely patinated black leather interior.
Previously owned by Roland Urban, founder of the French Jaguar Drivers' Club, the XK SS was completely overhauled in the early/mid-2000s and was purchased by the current vendor in 2008. In 2009 the engine was overhauled by Paris-based Cecil Cars, while earlier this year the car received new tyres and the carburetion system was overhauled as part of a general check over (see invoice on file for €4,617 from Prestige Garage in Vence, South of France). Offering breathtaking performance with classic Jaguar style, this beautifully executed XK SS re-creation comes with valid French Carte Grise.
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number XBY 251 M (London NW)
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Many thanks for a fantabulous 37,934,000 views
Shot at the Haynes International Motor Museum Sparkford, Somerset 23rd June 2015 Ref 107-124
Austin Allegro 1300SDL Mk2 (1976-80) Engines 1275cc. S4 Tr.
Registration Number OTC 884 T (Bristol)
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 fantabulous 34,666,800 views
Shot The National Memorial Arboretum, Alrewas, Stafford shire 26:04:2015l:2015 Ref 105a-596
Even if Class 47s were the most common traction to Great Yarmouth on summer Saturdays, many livery variations provided plenty of interest. 47445 displays the Railfreight Distribution colours usually seen on 'nb' 47s. Despite having electric train heading, it was allocated to the Crewe freight pool at the time, and had been painted by Procor as an exercise before the Class 60 bodyshells were completed. Note the "leaping cat" Crewe depot plaques, but the absence of RfD repeater branding by the cab doors.
The attractive Brush Type 4 is pictured in Norwich before working 1M45 1612 Great Yarmouth to Liverpool Lime Street. 47526 had worked from Yarmouth to Norwich.
Chris Boon Collection, photographer unknown
312019 waits the “Right Away” from Finsbury Park station with a southbound Great Northern outer suburban service, 18th February 1978.
Unit History
312019 is one of a batch of twenty six, four car units built at York works between 1976 and 1978 for the Great Northern outer suburban services following electrification. The class 312 was the last class of multiple unit to be constructed with the British Rail Mark II bodyshell and slam doors. This latter feature contributed to their relatively early withdrawal. During the late 1980s the 312/0 units moved to the Great Eastern for outer suburban services from Liverpool Street following the delivery of new class 317 units for Great Northern outer suburban services. On transfer 312019 became 312719. In 2003 First Great Eastern acquired new class 360 units to replace the last of the slam door stock and the class 312 units were gradually removed from traffic with the last units being withdrawn in March 2004.
Coachwork by Henri Chapron
Bonhams : the Zoute Sale
Sold for € 218.500
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch, and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in top-of-the-range models until earlier this year. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox.
Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. (Chapron's first convertibles had been produced independently of Citroën, but the factory eventually gave the project its blessing). Henri Chapron started his career in the motor industry as an upholsterer's apprentice, working for various coachbuilders in the Paris area. In 1919 he started his own business in the well-to-do Parisian suburb of Neuilly-sur-Seine where his main activity was re-bodying cars that had been requisitioned in wartime by the French Government. Chapron moved to larger premises in Levallois-Perret in 1923 and became the official builder of coach and convertible models for Delage and Delahaye, going on to body many of the most elegant French and European automobiles of the inter-war period.
Despite a much-reduced demand for bespoke coachwork after WW2, Chapron survived thanks to his exemplary creations for Delahaye, Talbot and Salmson, switching to offering bespoke versions of unitary construction models when motor manufacturers began to abandon the traditional separate chassis frame. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car.
Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
According to the Henri Chapron Attestation on file, this car was built by Citroën in November 1966 and sent to the Charon Factory in Levallois Perret on the 24th of that month. Production number '9088', this car was built in the Chapron workshops as were all the convertibles marketed by Citroën at this time. It was completed on 28th February 1967 and returned to Citroën to be sold by one of the company's concessionaires. Citroën had introduced the superior green Light Hydraulic Mineral (LHM) fluid on all hydro-pneumatically suspended models in September 1966, making this car one of the first to benefit from this advance. Having the pre-facelift nose and the green LHM system makes this car particularly rare; indeed we are advised that only 42 DS21 Décapotable models were completed to this specification.
On 27th March 1967 the DS was sold new via the Citroën dealer in Nice to its first owner, Mr Jean Thore of Eze in the South of France. Mr Thore and Mme Dominique Thore enjoyed the car for 34 years. They always kept it at Eze and covered approximately 90,000 kilometres during their ownership.
In 2001, Australian Mr John Plooy was looking for a 'green fluid' DS21 Cabriolet and chanced upon this car. He wanted to keep the Citroën in the Netherlands and use it for annual trips to Italy. When the car arrived in Holland, Mr Plooy immediately sent it to marque specialist Bart Kocken; it turned out to be in excellent original condition, with no rust or evidence of past accident damage. Mr Plooy commissioned a mechanical overhaul of anything that required it, and had the car repainted and a new convertible top fitted.
This Décapotable retains its original chassis, body panels, interior, Jaeger dashboard, carpets and FM radio, and is in excellent original condition overall, something seldom encountered with these cars. Mr Plooy drove the DS only some 10,000 kilometres over the years, and in 2017 decided to sell it, having reached the age of 80 years. Offered with its original tools, jack, Chapron paperwork, etc, this rare and ultra-desirable soft-top DS is ready for the next owner to use and enjoy.
Bonhams : the Zoute Sale
Sold for € 44.850
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
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 favor of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1.991 cc and produced 130 bhp; progressively enlarged and developed, it would eventually grow to more than 3,0 liters and, in turbo-charged form, put out well over 300 horsepower.
The first of countless upgrades to Porsche's perennial 911 came in 1966 with the introduction of the 911S. Easily distinguished by its stylish Fuchs five-spoke alloy wheels, the 'S' featured a heavily revised engine producing 160 bhp, the increased urge raised top speed by 10mph to 135 mph. A lengthened wheelbase introduced in 1969 improved the 911's handling, and then in 1970 the air-cooled, 'flat six' engine underwent the first of many enlargements - to 2,2 liters.
In 1974, all 911 variants received the 2,7-liter unit, hitherto reserved for the Carrera, when the latter went to 3,0 liters. Although in non-Carrera tune the 2,7-liter unit made slightly less power than the old 2,4, it had been skillfully reworked to produce significantly more torque over a much wider rev range and offered noticeably improved acceleration. Coupled to a tolerance of low-lead fuel, vastly superior fuel consumption, and increased tank capacity, the new 911 proved superior to its predecessor in every way as a fast, long-distance tourer. The interior and seats was re-designed with more comfortable seats, and the safety-bumpers was successfully integrated, without changing the 911s pure design.
Over the past 40 years few sports cars have proved as versatile as Porsche's legendary 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 sports cars, and remains nothing short of an automotive icon.
The exceptional Porsche 911S 2,7 offered here is one of very few finished at the factory in the era-evoking special order color of Salmon Metallic. The new Porsche was completed at the Zuffenhausen-based works on October 20th, 1974 as a 1975 model-year 911S Coupe. The Salmon Metallic exterior was neatly color-coded by the Cinnamon Leatherette interior with matching carpets, and the new 911S was optioned with sunroof, 6x15 light metal wheels, stabilizer bars, Koni shock absorbers, 5-speed manual transmission and Michelin tires.
According to the original Castrol New Car Owner Protection Plan located in the cars impressive history file, the first owner was a Mr. Martin Yacoobian, Jr. of Tarzana, California. Merlin Olsen Porsche Audi Inc. of Encino, California was the selling dealer. By 1995, the Salmon Metallic 911S was in the hands of a Mr. John Farsakian of Thousand Oaks, California, with whom the car is believed to have remained until 2007. The consignor, a Danish Porsche enthusiast, purchased the car in California in February of 2008. It is believed, that the 911S lived in the greater Los Angeles-area from new until then, benefiting from the dry, Southern Californian climate. In April 2008, North Hollywood, California-based TLG Porsche Service replaced the original clutch with a new unit, and installed the crucial oil-fed chain tensioners, while performing an engine out service. The drive shafts were serviced at this point as well.
The car has resided in a climate controlled garage in Denmark since the summer of 2008. A professional respray in the original Salmon Metallic color was carried out in 2012, but many surfaces, such as the door jambs and front compartment, were left in the original paint. The interior, including the carpets, remain in original condition, and speaks for the gentle use this fine Porsche has seen over the years. In fact, the odometer reading of less than 91.000 is indeed believed to be the actual mileage from new. This well-kept 911S 2.7 Sunroof Coupe retains its original matching numbers engine, and is offered with the Porsche issued Certificate of Authenticity, US-Title with EU-duties paid, receipts, books, tools, jack and original spare wheel.
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 turning from Holgate Road into Hamilton Drive 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.
Island Line, a subsidiary of South West Trains runs a train service on the Isle of Wight, serving the towns of Ryde, Brading, Sandown, Lake and Shanklin.
The British Rail Class 483 electrical multiple units were originally built as 1938 tube stock units for London Underground. They were extensively refurbished between 1989 and 1992 by Eastleigh Works, for use on services on the Isle of Wight's Island Line. Five of the original nine units remain in service - 483004 /6-9. The stock is around 76 years old, making it the oldest type in Great Britain to remain in regular service and South West Trains currently has no plans to replace them.
With passenger numbers falling and annual £3.5m losses, the Government announced plans to remove the service from the next regional train franchise.
However five new two-car Class 484 units are being produced at Vivarail’s Long Marston site using the bodyshells and bogies of metro cars which were previously used on London Underground’s District Line to enter service in March 2021. They will replace Island Line’s existing fleet of small profile ex-London Underground vehicles dating back to 1938, which are now the oldest trains on the national network
Island Line will close from 4 January 2021 until the end of March for track and platform upgrades, with rail replacement bus services running. The track upgrade will include a new passing loop at Brading and enhancements to improve ride quality
The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.
Models were again arranged 150, 210 and Bel Air. The 210 Sport Coupe shown here matched the sportiest bodystyle with mid-range trim. The car now wore a long arc chrome strip which drooped at the tail ans split the body in models with two-tone paint. The roof was paired to the lower bodysides, while the trunk and hood matched the upper bodyside.
A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.
Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.
Bonhams : The Autumn Sale 2020
Estimated : € 25.000 - 35.000
Sold for € 20.700
Autoworld
Brussels - Belgium
September 2020
One of the most important developments in the evolution of the V12-powered Jaguar XJ-S was the introduction of the HE (High Efficiency) engine in 1981. Incorporating new 'Fireball' cylinder heads, designed by Swiss engineer Michael May, this more fuel-efficient unit enabled the top-of-the-range XJ-S to meet tighter worldwide emissions legislation. Combined with a higher (2.88:1) final drive ratio, the result was an improvement in fuel consumption of up to 20% at some engine speeds, a figure of 27.1mpg being claimed at a constant 56mph and 22.5 at 75mph. It's worth noting that these figures applied to the automatic transmission version, which with a top speed of 155mph was world's the fastest 'slush pumper'.
Jaguar's first response to demands for an open XJ-S was somewhat conservative in engineering terms. The XJ-S had not been designed with an open version in mind, so a Targa-style arrangement was adopted, which retained a substantial roll hoop in the interests of maintaining rigidity in the absence of a fixed roof. Two removable roof panels were stored in the boot, and the cabriolet did away with the coupé's two occasional rear seats in favour of a pair of luggage lockers topped by a parcel shelf. Essentially an exercise in niche marketing to test public reaction, the XJ-S cabriolet was assembled by outside specialist contractors, with bodyshells transported back and forth across the Midlands before returning to the Brown's Lane factory prior to final despatch. The cabriolet's favourable reception demonstrated that there was indeed sufficient demand to justify production of an open XJ-S, and Jaguar proceeded to develop a conventional full convertible. In total, 3,925 V12 cabriolets were built compared with 16,649 convertibles.
An increasingly rare and sought after model, this automatic transmission XJ-S V12 cabriolet was delivered new in Belgium via Garage Vandenplas in Tervuren on 28th June 1988. The car's first owners lived in Brussels and it is believed to have had only three owners from new. Driven sparingly, this XJ-S has covered only 51,725 kilometres and is presented in excellent condition having been regularly maintained. The last (stamped) service was carried out at 44,092 kilometres by Garage Franco Britannic in Levallois Peret, France on 25th February 2004. Finished in green with black interior, this rare soft-top XJ-S is offered with sundry maintenance bills, French Carte Grise, and its stamped service booklet.
Royal Bronze Maroon.
The 1949-51 third generation Mercury adopted a pontoon appearance, the bodyshell now shared with the 1949 Lincoln Cosmopolitan (the headlights and grille distinguishing the two vehicles); inside, the two lines would feature separate interior designs.
The 1949 Mercury Eight became the definitive lead sled.
In 1950; Front indicators were larger, the high- end Monterey coupe was introduced, in the same vein as the Ford Crestliner, the Lincoln Lido and the Lincoln Cosmopolitan Capri Coupe.
Models available in 1950 were; the M72A 2 door Coupe, the M72B 2 door Club Coupe, the M72C Monterey 2 door Coupe, the M74 4 door Sedan, the M76 2 door Convertible and the M79 2 door Wagon (wood sides)
1951; The bull nose grille continued out to the outside of the fenders to include the indicators.
Engine; 110hp 255 cu in Flathead V8
Jensen Interceptor III (1971-73) Engine 440cu (7212cc)
Production 3419
Registration Number KKP 718 L (Kent)
JENSEN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Diolch am 79,998,019 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 79,998,019 amazing views, every one is greatly appreciated.
Shot 05.01.2020.at Bicester Heritage Centre, Bicester, Oxon 144-677
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Moving about Wansford is British Rail Class 46 Peak, D182 (46045).
The Class 46 was derived largely from the previous Class 45, sharing the same bodyshell and same Sulzer 12LDA28-B engine, but differed in the fitment of a Brush generator and traction motors, in place of the Crompton Parkinson equipment fitted to the Class 45. Along with the other Sulzer class 44 and 45 designs they are often referred to as "Peaks", so named because the earliest of the Class 44 were named after mountains.
They were built from 1961-1963 at British Railways' Derby Works and were initially numbered D138-D193, with 56 locomotives built.
Despite intermittent use on freight trains, Class 46s were regular performers on passenger turns, particularly North East-South West, Trans-Pennine and secondary North East-London trains, and depot allocations reflected this with locos at Gateshead, Cardiff and Plymouth in 1977 giving a typical spread. Freight workings were also quite often worked over long distances, particularly "clay hoods" carrying china clay from Cornwall to the area around Stoke-on-Trent.
In the 1980s the remaining locomotives were concentrated at Gateshead depot, and the final booked passenger workings for the class were the dated summer Saturday services Bradford - Weymouth (between Bradford and Birmingham New Street), Newcastle - Plymouth, Newcastle - Blackpool North, and York - Blackpool North.
By the early 1980's however, the locomotives were starting to look their age, and performance wise they were largely displaced by the much more efficient and flexible Class 43 HST sets which had been introduced on Cross-Country services from 1982. The last operations by Class 46's were made in 1984, after which a majority of the engines were scrapped.
However, one locomotive found itself being put on a suicide mission. On July 17th, 1984, 46009, hauling three Mark 1 coaches, was deliberately crashed into a "Flatrol" wagon loaded with a nuclear waste flask and lying on its side. The train was travelling at about 100 mph on the Old Dalby Test Track in a test organised by the CEGB. The test was intended to demonstrate to the public that there would be no leak of radioactive material in the event of a rail accident involving a train carrying a nuclear waste flask. As you can imagine, smashing the locomotive into a solid metal box designed to withstand nuclear radiation pretty much destroyed the locomotive, and the engine was scrapped on site by Vic Berry of Leicester.
Today, three of these locomotives have been preserved at heritage railways across the network, these being 46010 at the Great Central Railway; 46035 Ixion; and D182 (46045) at Midland Railway - Butterley.
There must be very few if any Mark 2 Transit breadvans still in PSV service, but Quicksilver have this example of the long-wheelbase 20-seat version. The bodyshell was scratchbuilt by Andrew Goodwin to fit on a whitemetal chassis-cowl that has long since disappeared. I bought it from him as an unfinished project and completed it with a resin bonnet acquired from another friend, ABS Streetscene wheels and seats from the spares box, and TJI 9147 now works on Moorsbus services during the summer.
Moving about Wansford is British Rail Class 46 Peak, D182 (46045).
The Class 46 was derived largely from the previous Class 45, sharing the same bodyshell and same Sulzer 12LDA28-B engine, but differed in the fitment of a Brush generator and traction motors, in place of the Crompton Parkinson equipment fitted to the Class 45. Along with the other Sulzer class 44 and 45 designs they are often referred to as "Peaks", so named because the earliest of the Class 44 were named after mountains.
They were built from 1961-1963 at British Railways' Derby Works and were initially numbered D138-D193, with 56 locomotives built.
Despite intermittent use on freight trains, Class 46s were regular performers on passenger turns, particularly North East-South West, Trans-Pennine and secondary North East-London trains, and depot allocations reflected this with locos at Gateshead, Cardiff and Plymouth in 1977 giving a typical spread. Freight workings were also quite often worked over long distances, particularly "clay hoods" carrying china clay from Cornwall to the area around Stoke-on-Trent.
In the 1980s the remaining locomotives were concentrated at Gateshead depot, and the final booked passenger workings for the class were the dated summer Saturday services Bradford - Weymouth (between Bradford and Birmingham New Street), Newcastle - Plymouth, Newcastle - Blackpool North, and York - Blackpool North.
By the early 1980's however, the locomotives were starting to look their age, and performance wise they were largely displaced by the much more efficient and flexible Class 43 HST sets which had been introduced on Cross-Country services from 1982. The last operations by Class 46's were made in 1984, after which a majority of the engines were scrapped.
However, one locomotive found itself being put on a suicide mission. On July 17th, 1984, 46009, hauling three Mark 1 coaches, was deliberately crashed into a "Flatrol" wagon loaded with a nuclear waste flask and lying on its side. The train was travelling at about 100 mph on the Old Dalby Test Track in a test organised by the CEGB. The test was intended to demonstrate to the public that there would be no leak of radioactive material in the event of a rail accident involving a train carrying a nuclear waste flask. As you can imagine, smashing the locomotive into a solid metal box designed to withstand nuclear radiation pretty much destroyed the locomotive, and the engine was scrapped on site by Vic Berry of Leicester.
Today, three of these locomotives have been preserved at heritage railways across the network, these being 46010 at the Great Central Railway; 46035 Ixion; and D182 (46045) at Midland Railway - Butterley.
Morris introduced a new rounded unibody car in 1948, the small car was the Minor MM, mid size, the MO Oxford and the large car was the Six MS. All of a similar shape, it was said the Minor looked like a poached egg.
The 6 cylinder Morris Six MS was built from 1948-53. The car was very similar to the MO Oxford sharing the same bodyshell from the windscreen backwards. The bonnet and wheelbase was lengthened 13 inches to take the 2215 cc OHC 6 cylinder engine. The MS got a tall narrow grille whereas the Oxford's was a low and wide.
A de-luxe version was announced in 1953 with leather upholstery, a heater and over-riders on the front bumpers.
The Morris Six MS also shared its body with the more luxuriously finished Wolseley 6/80. The Wolseley's grille was flatter with a more prominent chrome surround.
Frogeye Healey Super Sprite (1995) Engine 1275cc S4 BMC A Series Production 28
Registration Number 19 LHO
FROGEYE CAR COMPANY ALBUM
www.flickr.com/photos/45676495@N05/albums/72157663390348961
This is a mighty rare one. Built by the Frogeye Car Company (Isle of Wight) this is a factory built replica of the Austin Healey Sprite Mk.1. They were built exclusively for the Japanese market with full approval from the Healey family. Initially to fulfill an order from Japan for 150 cars, but due to the recession within the Tiger economies and the high costs, demand collapsed, only 50 orders remained and only 28 cars were built, and all but this one went straight to Japan. This car was used as the prototype developement and demonstrator vehicle for the company.
Aquired in February 2010 by its present owner in a neglected state, and has now been restored along with a cherished registration number.
The bodyshell is of unstressed heavy duty GRP with Kevlar, on an epoxy coated tubular steel ladder chassis. The engine a 1275cc Oselli tuned BMC A Series with a Chrysler rear axle and Mini brakes
Thanks for 20.2 Million views
Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 89-051
Volkswagen Golf C Mk.2 (1983-92) Engine 1043cc S4 44bhp
Production 6,000,000 (all Golf Mk.2's)
Registration Number A 84 OHD (Huddersfield)
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. The Golf Mk2 was available as a 3- and 5-door hatchback. The 2-door and 4-door sedan variants of the Golf Mk2 were marketed under the Volkswagen Jetta name. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style. During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.
Trim levels included base, C, CL and GL and initially a range-topping Carat model (until 1986), later a GT (in 1987) version was also on offer, the GTi was introduced for 1985 and ran in paralalel with a 16v version 1987-92
Diolch am 76,472,924 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 76,472,924 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-616
Pontiac Catelina (3rd Gen) 4 door Sedan (1965-70)
Engine 400 cu in (6600cc) V8
Registration Number KJC 231 G (Sir Gaernarfon - Carnarvonshire)
PONTIAC SET
www.flickr.com/photos/45676495@N05/sets/72157623690516561...
The full sized Pontiac Catelina was completely revised for the 1965 fourth generation with more flowing sheetmetal featuring "Coke-bottle" profiles and fastback rooflines on two-door hardtops. With wheelbases increased to 121 inches The 389 and 421 cubic-inch V8s received a number of revisions including thinner wall block castings. The standard engine for Catalina models is the 389 two-barrel rated at 256 horsepower, with three speed transmission, or 290 horsepower with Turbo Hydramatic transmission and higher compression Optional engines include a four-barrel 389 rated at 325 horsepower, with Turbo Hydramatic or 333 with stick shift, a Tri-Power 389 rated at 338 horsepower, a four-barrel 421 rated at the same 338 horsepower, 353 hp with Tri-Power or the 421 HO with Tri-Power and 376 horsepower
The 1966 full-sized Pontiacs received minor a facelifting of the '65 body with new grilles and taillight treatment and upgrade interiors
For 1967, Catalinas and other full-sized Pontiacs received a heavy facelifting of the '65 bodyshell with more rounded wasp-waisted body contours and fuller fastback rooflines, along with concealed windshield wipers Replacing the 389 and 421 V8s of previous years were new 400 and 428 cubic-inch V8s. The standard Catalina engine was a two-barrel unit rated at 265 horsepower with three-speed manual transmission or 290 horsepower (220 kW) with Turbo Hydramatic. For 1968, Catalinas and other full-sized Pontiacs received a minor facelifting of the '67 body with a new beak-nose split grille along with a return to horizontal headlights, and revised taillights. Engine offerings were similar to 1967 with revised horsepower ratings including 340 for the four-barrel 400, 375 for the 428 four-barrel and 390 for the 428 HO
The 1969 Pontiacs received a major restyling with more squared off look
Diolch yn fawr am 66,794,039 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 66,794,039 amazing views, enjoy and stay safe
Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-238
Bonhams : the Zoute Sale
Estimated : € 260.000 - 300.000
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
Porsche's first take on a convertible 911 had been the Targa model of 1965, a 'halfway house' design chosen because of fears that a genuine soft-top would not meet US Federal safety regulations, but by 1981 the company felt able to proceed with the genuine article. Introduced in normally aspirated 3.0-litre form in 1982, the 911 Cabriolet lost little, if any, rigidity with the deletion of the Targa roll-over bar, while its speedily raised/lowered top featured a detachable, zip-fastened rear window. The 911 Cabriolet proved a hit from the moment of its debut at the Geneva Salon in March 1982 and by the end of the 1983 model year had sold over 4,000 units, a total some 50% higher than that achieved by the cheaper Targa version.
Completing the soft-top 911 line-up was the Speedster, which revived a charismatic model from Porsche's past when it arrived for 1989, the name previously having been applied to that most stylish of the many Type 356 variants. Based on the 911 Turbo Cabriolet, though normally aspirated, the 3.2-litre Speedster was launched immediately prior to the introduction of the new Type 964 bodyshell and thus was the last 911 model to feature the old-style body based on the original design of 1963.
The latter was reworked by chief stylist Tony Lapine, incorporating numerous references to the original 356 Speedster as well as a pair of controversial 'camel hump' cowlings behind the seats that concealed the stowed-away manual hood, a simplified affair described by the factory as for 'temporary' use. From 1984 Porsche offered the 'Turbo Look' body style - flared wheelarches, large rear wing and deeper front spoiler - on its normally aspirated models including the Speedster, the vast majority of which were ordered with this option. One of the rarest of the 911 family, the Speedster was built for the 1989 season only, a mere 2,065 cars being completed.
The Speedster was collected from the factory in August 1989 and shipped to the USA where it was registered in the Porsche Berkey dealership's name. However, first owner Heinrichs did not drive the car, which had covered only 60 miles by 2008 when he sold it. In 2008 this little-used Speedster returned to Europe and was bought by a Switzerland-resident French citizen, who kept the car (French registered) in Paris. ON the Porsche's return to Europe the speedometer was changed from miles to kilometres per hour by an official Porsche dealership. Of course, the original mph odometer has remained with the car as a proof of its ultra-low mileage. At the same time the Speedster was brought up to European specification (the third stoplight and US rear bumper come with the car).
Its owner registered the Porsche in 2008 and it is only then that the mileage started to increase, albeit slowly, from 800 kilometres in 2008 to 1,600 now. Although only driven infrequently, the car has been serviced on a regular basis:
Morris 1800 Mk.II (1968-72) Engine 1798cc S4 OHV Production 95271 (Morris Mk. I, II and III) Total ADO 17 Production 386,000 (Austin 221,000, Morris 95271, Wolseley 35597)
Registration Number NOB 284 F
MORRIS SET
www.flickr.com/photos/45676495@N05/sets/72157623690377489...
The BMC ADO17 is the model code that was used by the British Motor Corporation (BMC) for a range of cars produced from September 1964 to 1975 and sold initially under its Austin marque as the Austin 1800. The car was also sold as the Morris 1800 and Wolseley 18/85, and later as the Austin 2200, Morris 2200 and Wolseley Six. In Denmark it was sold as the Morris Monaco. Colloquially known as the "Landcrab",
he car was unconventional in its appearance in 1964, with its large glasshouse and spacious, minimalist interior including leather, wood, and chrome features plus an unusual instrument display with ribbon speedometer and green indicator light on the end of the indicator stalk. There was a chrome "umbrella handle" handbrake under the dashboard parcel shelf, and the two front seats met in the middle and could be used, on occasion, as a bench seat. Both Alec Issigonis and Pininfarina worked on its exterior. The technology "under the skin" was also unconventional and ahead of its time, including Hydrolastic suspension and an example of inertia-controlled brake proportioning. The bodyshell was exceptionally stiff with a torsional rigidity.
Introduced in 1964 as the Austin 1800, the car was subject to progressive developement followed by the arrival of the Morris 1800 in early 1966.
The Mark II version was launched in May 1968 featuring a cheaper and more conventional interior, revised front grilles and other trim, and for the Austin and Morris models the slim, horizontal rear lights were replaced by vertical "fin" lights which gave a family look along with the smaller ADO16 range.Other changes included a higher second gear and final drive ratio for the manual transmission, conventional suspension bushes, a higher engine compression ratio boosting output to 86bhp and larger wheels.
The 1970 London to Mexico World Cup Rally
The event was the brainchild of Wylton Dickson, possibly inspired by the earlier 1968 London-Sydney Marathon, and was to mark the fact that the 1966 FIFA World Cup had been held in London and that the upcoming 1970 FIFA World Cup was to be held in Mexico. Dickson approached the renowned British rally driver Paddy Hopkirk and together they went to The Daily Mirror for sponsorship.The course covered approximately 16,000 miles (25,700 km) through Europe, South America and Central America. Two boats were need to convey the rally, one to cross the Atlantic Ocean from Lisbon to Rio de Janeiro and a second from Buenaventura, Colombia across the Gulf of Panama to Panama to avoid the impassable Darién Gap. Over one hundred cars started the event. The rules about what cars could be entered were not restrictive but due to the demanding nature of the course most competitors were conservative and used modified versions of standard models.
The Austin - Morris 1800 model proved a strong competitor in endurance rallying, finishing second in the 1968 London-Sydney Marathon and achieving three of the top 20 positions in the 1970 London to Mexico World Cup Rally.
This car entered as number 91 with an all lady crew of Jean Denton, Pat Wright and Liz Crellin under the banner Motor Woman, and finished 18 th in Mexico City, and the second car with a lady crew of Rosemary Smith, Alice Watson and Ginette Derolland in an Austin Maxi finishing 10th.
A big thankyou for an incredible 23.3 Million views
Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-275
The Mazda Luce (Italian for 'light') was the largest Mazda model available, at launch in 1969, through to 1991. The second generation car was launched in 1972, the LA2.
The car was still compact by US standards, at 1660 mm wide and approximately 4500 mm long.
Mazda installed their 12A and 13B twin-rotor rotary engines to produce the Mazda RX4 performance coupe (using the Luce 2-door bodyshell).
Conventional Luces used a conventional 94 PS 1.8 L, or 103 PS 2.0 litre 4-cylinder engine.
The car received a more conventional styling update in 1976 (LA3), losing some of the period cool of the LA2. The overall body form though, still reflected a Japanese interpretation of the period coke-bottle styling.
The LA2 Luce Coupe is shown here.
Fiat began designing the Ritmo hatchback – as a replacement for the 128 sedan – in 1972, following the body style of its 127 supermini as European manufacturers began launching small family hatchbacks, notably the Volkswagen Golf in 1974.
Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat instead gave its new car the Ritmo name, rather than another three digit number. Offered in 3- and 5-door hatchback and cabriolet body styles – from 1978 to 1988 with two facelifts.
The Ritmo was manufactured at the Cassino plant using a system developed by its subsidiary Comau, the "Robogate" system – which automated the bodyshell assembly and welding process using robots, giving rise to its advertising slogan "Handbuilt by robots", immortalised in a television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini's The Barber of Seville. The exterior has plastic bumper fascias integrated into the styling which combined strong round shapes with overall sharp lines, achieving a drag coefficient of Cd=0.38.
For 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.
Singer Gazelle VI (1965-67) Engine 1725cc S5 OHV Production 1482
Registration Number FJY 731 E
SINGER SET
www.flickr.com/photos/45676495@N05/sets/72157623722487129...
The Gazelle I was introduced in 1955 with a Rootes bodyshell shared with the Hillman Minx and Sunbeam Rapier and powered by a 1497cc OC engine
The Mark II of 1957 had an overdrive option, larger fuel tanks, side grilles and body chrome.
The Mark IIA saw an end to the Singer engine, and the introduction of a 1494cc S4 OHV Hillman engine.
Updated again later in 1958 as the Mark III with better front seats and in 1959 as the Mark IIIA the rear wings had now sprouted tailfins a twin carb 64bhp version of the 1494cc engine, floor mounted gearchange, and an option od Smiths Easidrive Automatic transmission. In 1960 as the Mk.IIIB the car returned to a single carburettor, and aquired a hypoid rear axle.
The Gazelle IIIC of 1960 has a larger 1592cc S4 OHV version of the engine with an enlarged single carburettor, the Convertible was dropped from the range in February 1962 and the Estate a month later.
The Mark V of 1963was mildly restyled with a razor edged roofline, wider rear doors and front disc brakes and syncromesh on first gear.
This Mark IV was the final offering of the 1956 shape with a new five bearing 1725cc engine and a smaller grille that does not swing up with the bonnet.
A big thankyou for an incredible 23.4 Million views
Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-329
MG YB (1952-53) Engine 1250 cc S4 OHV Production 1201
Registration Number OYD 932
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
Developed pre-war and designed by Gerald Palmer, the new MG small Y Type Saloon was based on Morris Eight Series E four-door bodyshell in pressed steel, with added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp.
The new MG YA was launched in 1947
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The MG YB launched in 1952 strongly resembling the YA. The "YB" had a completely new Lockheed twin leading shoe braking system, 15 inch wheels and a much more modern hypoid type of back axle. Road holding was also improved by the introduction of smaller 15-inch wheels and the use of an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, Little else was changed about the car, which soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954.
Many Thanks for a fan'dabi'dozi 25,765,900 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-507
I took my driving test on an Opel Kadett like this in 1984.
Auf so einem Opel Kadett machte ich 1984 meinen Führerschein.
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The Opel Kadett D was introduced in November 1979, going on sale in the UK some five months before the British version, the Vauxhall Astra Mark 1, was launched in April 1980. All models were designed as three- or five-door hatchbacks and estates or station wagons. There were also two- and four-door sedans, which used the same bodyshells as the hatchbacks, but these were soon dropped. The previous Kadett C coupe was indirectly replaced by the three-door 1.3 SR sports model.
Technologically, the Kadett D was a major departure, as it was Opel and Vauxhall's first front wheel drive car. It also introduced the Family II engine design with an single overhead camshaft, aluminium alloy cylinder head, hydraulic valve lifters, with capacities of 1297 cc (producing 60 bhp and 75bhp) and had a unique transaxle design which allowed the clutch to be replaced without removing the transmission unit. A carry-over 1196 cc overhead valve engine producing 53bhp and a top speed of 87mph was also offered from launch, and a new 1600 cc, engine was offered later, followed by an 1800 cc version introduced for the Kadett/Astra GTE model. The Kadett D was also equipped with a 1600 cc diesel engine that was possible to drive as cheap as 5.0 L/100 km.
This range of engines was also used for later models of the Corsa/Nova, and the mid-sized Cavalier/Ascona.
It was also produced as IDA Kadett in Kikinda, Yugoslavia. In Ukraine these are still common, 31 years later, their reliability being a factor.
(Wikipedia)
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Der Opel Kadett D ist ein Fahrzeug der Kompaktklasse der Adam Opel AG und wurde von August 1979 bis Juli 1984 gebaut. Als Nachfolger des Kadett C brachte er mit neuen, quer eingebauten Motoren und Frontantrieb ein neues Antriebskonzept im Hause Opel.
Der Kadett D war für die Adam Opel AG aus wirtschaftlicher Sicht eine der wichtigsten Modellerscheinungen der 1970er und 1980er Jahre und sollte dem in dieser Klasse höchst erfolgreichen VW Golf in den Verkaufszahlen näherkommen.
Der Kadett D wurde in drei Karosserieformen angeboten:
Schrägheck mit kleiner Heckklappe (zwei bzw. vier Türen) oder großer Heckklappe (drei bzw. fünf Türen)
Kombi (Caravan) mit drei oder fünf Türen
Lieferwagen mit drei Türen und ohne hintere Seitenfenster (ab September 1983)
(Wikipedia)
G-Model
Bonhams : The Autumn Sale 2020
Estimated : € 40.000 - 60.000
Unsold
Autoworld
Brussels - Belgium
September 2020
Porsche revived the evocative Carrera name - previously used for the competition orientated versions of the preceding 356 model - for its luxuriously equipped, top-of-the-range 911 in 1973, applying the title to all 911 variants, co-incidentally with the introduction of the 3.2-litre engine, from the start of the 1984 model year. The revived name was part of a major revamp of the long-running 911, now selling better than ever, development of which had slowed while Porsche concentrated on meeting the ever increasing demand.
Although it remained an air-cooled 'flat six', the '3.2' motor was 80% new and incorporated an effective cam chain tensioner and associated lubrication system that at last addressed a perennial 911 shortcoming. An ECU controlled the fuel and ignition systems for the first time on a 911, enabling the engine to be both more powerful and less thirsty. As a result, this enlarged and extensively revised power plant now produced 231bhp, 27 horsepower up on its predecessor, endowing the Carrera with a level of performance approaching that of the original 911 Turbo of 1974, the bald statistics being a 0-60mph time of 5.3 seconds and a top speed of 152mph (244km/h) with 100mph (160km/h) reachable in a breathtaking 13.6 seconds.
No major changes were made to the bodyshell, though there was a new front spoiler with integral fog lamps, while the number of models on offer remained at three: Coupé, Targa and Cabriolet. Thirty-plus years on, Carrera 3.2s are now highly sought after and for very good reason, though finding one is not that easy.
Finished in grey with black leather interior, this Carrera 3.2 was delivered new in Düsseldorf, Germany equipped with the optional sunroof and rear wing, and is said to be standard apart from a larger-diameter sports exhaust system. The car comes with its Porsche service booklet recording maintenance by official Porsche dealers and independent specialists recognised by Porsche, testifying to the fact that it has been very well cared for. The Car Pass records the odometer reading as 245,000 kilometres and the Porsche also comes with Belgian Certificat d'Immatriculation, valid Contrôle Technique, three keys, and a car cover.
Bonhams : The Autumn Sale 2020
Estimated : € 120.000 - 180.000
Sold for € 143.750
Autoworld
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.
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.
Vauxhall VX 2300 (FE) (1972-76) Engine 2279cc S4 OC Production 44078 (incl. Victor 1800 and 2300)
Registration Number UFY 963 L
VAUXHALL SET
www.flickr.com/photos/45676495@N05/sets/72157623863172810...
The FE Series was the last of the Victors, launched in March 1972 with the marketing slogan - The New Victor, the Transcontinental. Appearing much larger than its predeccesor the car was in fact no wider and only two inches longer with most of that from the new bumpers. But internally the car was both higher and gave an extra four inches of rear legroom. Originally launched with a front bench seat, it was uprated in 1973 to feature separate bucket seats and a repositioned handbrake.
The new Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering as opposed to the Rekord's recirculating ball unit. The front end incorporated the then advanced detail of having the slim bumper bisect the grille, with a third of the grille and the side-lights (on quad headlamp models) below the bumper line. The FE Victor was the last Vauxhall to be designed independently of Opel. The engines were carried over from the FD range although enlarged to 1759 cc and 2279 cc. For a short period, the straight-six engine was used in the Ventora and 3300 SL models
Many Thanks for a fan'dabi'dozi 26,305,500 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-765
473 003-8, CFR Călători, fabricație Softronic Craiova 2009 din cutia unei locomotive tip 060-EA rămasa de la defuncta Electroputere, ultima reparație tip RR finalizată în primăvara anului 2022 la Reloc, în serviciu comercial către capitala țării cu trenul 1752.
473 003-8, CFR Călători, built by Softronic Craiova in 2009 using the bodyshell of a former 060-EA type locomotive originating from the defunct Electroputere, last RR (heavy overhaul) completed in spring 2022 at Reloc, operating in revenue service towards the capital city (Bucharest) hauling train 1752.
Valea Seacă, Bacău (RO)
2Q08: the 09.22 Network Rail test train from York, Holgate Sidings which will arrive at Darlington Up S.S. tonight at 19.00, having visited lines in Newcastle and the North East.
This track assessment unit was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986. The unit is formed of two driving motor vehicles with individual carriages numbered in the Departmental series; 999600-999601. It normally works on lines also used by DMU's where the track quality is not good enough for larger and heavier track assessment stock.
Collection d'un amateur d'automobiles Anglaises
Les Grandes Marques du Monde au Grand Palais
Bonhams
Parijs - Paris
Frankrijk - France
February 2019
Estimated : € 15.000 - 20.000
Sold for € 10.350
To many - its designer Alec Issigonis included - the notion that the Mini might have a future as anything other than basic transport was anathema, and the idea of a high-performance version was laughable. One man, though, saw it quite differently. Racing car manufacturer John Cooper already knew a lot about tuning BMC's A-Series engine, and a test drive in a prototype Mini convinced him of the car's competition potential. The result, launched in September 1961, was the Mini Cooper, a car that offered a size/price/performance package that was nothing short of miraculous. Enlarged to 997cc and suitably tweaked, the revised A-Series engine easily met its 55bhp target. The extra power endowed the Mini Cooper with an 85mph-plus top speed, and to cope with this increased performance Lockheed developed special 7"-diameter disc brakes for the front wheels. The new car soon established its credentials as a rally and race winner, and the stage was set for even faster versions.
According to the vendor, this is a completely rust-free car retaining its original bodyshell and engine. Featuring the 998cc engine first introduced in 1964, this Mini was first registered in 1969 and was bought by the present owner in 1998. A 'last nut and bolt' restoration was then commenced that would take two years to complete. Since the restoration's completion, the Mini has covered approximately 2,000 kilometres and has been regularly serviced and maintained. Described by the vendor as in very good condition, the car is offered with Greek registration papers.
Morris 1800S Mk.II (1968-72) Engine 1798cc S4 OHV Production 95271 (Morris Mk. I, II and III) Total ADO 17 Production 386,000 (Austin 221,000, Morris 95271, Wolseley 35597)
Registration Number EHN 91 J (Darlington)
MORRIS SET
www.flickr.com/photos/45676495@N05/sets/72157623690377489...
The BMC ADO17 is the model code that was used by the British Motor Corporation (BMC) for a range of cars produced from September 1964 to 1975 and sold initially under its Austin marque as the Austin 1800. The car was also sold as the Morris 1800 and Wolseley 18/85, and later as the Austin 2200, Morris 2200 and Wolseley Six. In Denmark it was sold as the Morris Monaco. Colloquially known as the "Landcrab",
he car was unconventional in its appearance in 1964, with its large glasshouse and spacious, minimalist interior including leather, wood, and chrome features plus an unusual instrument display with ribbon speedometer and green indicator light on the end of the indicator stalk. There was a chrome "umbrella handle" handbrake under the dashboard parcel shelf, and the two front seats met in the middle and could be used, on occasion, as a bench seat. Both Alec Issigonis and Pininfarina worked on its exterior. The technology "under the skin" was also unconventional and ahead of its time, including Hydrolastic suspension and an example of inertia-controlled brake proportioning. The bodyshell was exceptionally stiff with a torsional rigidity.
Introduced in 1964 as the Austin 1800, the car was subject to progressive developement followed by the arrival of the Morris 1800 in early 1966.
The Mark II version was launched in May 1968 featuring a cheaper and more conventional interior, revised front grilles and other trim, and for the Austin and Morris models the slim, horizontal rear lights were replaced by vertical "fin" lights which gave a family look along with the smaller ADO16 range.Other changes included a higher second gear and final drive ratio for the manual transmission, conventional suspension bushes, a higher engine compression ratio boosting output to 86bhp and larger wheels.
The 1800S was introduced in October 1968 as the perrformance model in the range, with its twin SU carburettors producing 95bhp, by 1970 this had risen to 97bhp.
This car was originally a civilian car, replocated in the 1990'sby Durham Constabulary to the exact specification of their patrol cars of the 70s. It has period Smiths gauges inc oil pressure, vacuum, battery , there !s a rev counter and time clock. Blue light and horns ( nee nar ) and hand held spotlight for seeking out the baddies in the dark. This Police car is the only one in existence in the Durham Constabulary Police colours, .
A big thankyou for an incredible 23.3 Million views
Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-276
The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.
Models were again arranged 150, 210 and Bel Air. The Bel Air Convertible shown here matched the only ope-top bodystyle with top-specification trim. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.
A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.
Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.
Coachwork by Henri 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.
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 into the 21st Century.
In September 1965 the DS's original 1.911 cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1.985 cc unit, also available in 2.175 cc and 2.347 cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate). In total, 1.365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
Recorded in the Registro Italiano Storiche Citroën (RIASC), chassis number '440 70 56', the car offered here, comes with an email printout from Chapron confirming that the company's archives contain details of its construction as a convertible. Restored circa 2008 while in the hands of its previous owner, the car was inspected (prior to the current vendor's purchase) by the highly respected specialist, Fabrizio Libera of Polverara, Italy. The car has had two owners (in Italy) since 2002, and their details and those of previous owners may be found in the accompanying history file. Described by the vendor as in generally very good condition, this magnificent and rare piece of French motoring history car received a 3rd place award at the Valli Biellesi - Oasi Zegna concours d'élégance in 2016. An eye-catcher at any gathering, it comes with Italian registration papers, ASI and FIVA documents, Citroën Italia certificate, and the aforementioned communication from Chapron.
Les Grandes Marques du Monde au Grand Palais
Bonhams
Sold for € 207.000
Estimated : € 170.000 - 210.000
Parijs - Paris
Frankrijk - France
February 2017
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number DKU 120 C
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1558cc
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.
Many Thanks for a fan'dabi'dozi 26,776,900 views
Shot 07:07:2014 at on Cars in the Park, Beacon Park, Lichfield REF 102-959
TVR Vixen S3 (1968-70) Engine 1599cc S4 Ford Kent Production 438 (723 Vixen S1 to S3)
Registration Number SFR 414 J
TVR SET
www.flickr.com/photos/45676495@N05/sets/72157623722776067...
The Vixen was a hanbuilt, glass fibre bodied with a tubular frame chassis as used in the Grantura 1800S. he chassis used double wishbone suspension at both ends, and disc brakes at the front (with drums at the back.) and was significantly lighter than its mainstream competition.
The Vixen Series 1 was introduced in 1967 as an evolution of the discontinued 1800S with the same chassis with a change toa Ford (Kent) 1599cc engine, in the same trim as the unit from the Ford Cortina GT developing 88bhp. The bodywork was also slightly revised, with the bonnet having a broad flat air intake scoop. The rear of the car with fitted with the round Cortina Mark I tail lamps
The S2 followed in 1968 with the longer wheelbase chassis (90 inch) from the TVR Tuscan V8. The bonnet was restyled again, with some early cars having a prominent central bulge, and later cars having twin intake ducts at the front corners of the bonnet. The tail lamps were updated from the round Cortina Mark I style to the newer wraparound Mark II style, and the body was bolted rather than bonded to the chassis the interior was improved to give a more quality feel.
The Series 3 was introduced in 1970 The heat extraction vents on the flanks behind the front wheels were decorated with "Aeroflow" grilles borrowed from the c-pillars of the Ford Zodiac Mark IV and its Ford engine was now in the same tune as the Ford Capri with 92bhp,Instead of wire wheels, cast alloy wheels were fitted as standard.
The Series 4 followed in late 1972 using the TVR M Series chassis and Vixen bodyshell
Many Thanks for a fan'dabi'dozi 28,137,100 views
Shot 28:07:2014 at Silverstone Historic Festival REF: 103-555
Bonhams : the Zoute Sale
Estimated : € 40.000 - 80.000
Sold for € 43.700
Zoute Grand Prix 2019
Knokke - Zoute
België - Belgium
October 2019
A 'modern classic' if ever there was one, Porsche's long-running 911 arrived in 1964, replacing the 356 and providing the Stuttgart manufacturer with a product worthy of comparison with the finest sports cars from Britain and Italy. The 356's rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, the 911's single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp. Although widely acclaimed, the 911 was necessarily expensive, a shortcoming that Porsche addressed by offering the 912 which, though outwardly identical, was powered by the 356's 1.6-litre four-cylinder engine. As installed in the 912 the latter produced 90bhp, some 40 horsepower less than the 911's six, but this deficit was offset by significantly reduced weight, resulting in a better-balanced car with greatly improved road manners. The 911 gearbox was used, offering a choice of four or five speeds. Despite being down on power, the 912 had a respectable top speed of 191km/h. Porsche officially began production of the 912 on April 5, 1965 with a little over 30,000 produced (all on the original short-wheelbase chassis) between 1965 and 1968, and today the 912 is a relative rarity when compared with its better-known sibling.
This desirable early matching-numbers Porsche 912 was sold new in the beginning of 1966 in the USA via Porsche Car Pacific of Burlingame, California. Being one of the early 1966 examples produced it features the typical and desirable early series 3-clock dashboard, the Enamel badged wheels and thin engine support. We are advised that the body of this car with chassis prefix '35' was produced by the Porsche factory itself where the vast majority was produced by Karmann.
Its first owner was Mr George Papageorge of San Jose (later Nipomo), California, who would keep the car until 2013 when it was sold to the current owner who unfortunately passed away and was never able to drive this car meaning this effectively is a '1 registered owner from new' car. A copy of the original Porsche Kardex is on file together with a State of California Certificate of Title and the 2013 bill of sale. EU duties have been paid. Still in its original (professionally repainted) colour scheme of Bahama Yellow with black (original) interior, this remarkably original Porsche 912 has led an easy life, as a single look will confirm. Even the carpets in the passenger compartment and boot appear original, and we are advised that there are no signs of welding or accident damage. The odometer reading is circa 51,000 miles. We are advised by the vendor that the engine starts instantly and runs well, while the transmission is said to be in good working order. In addition to the aforementioned documentation, the car also comes with its original jack, service book, factory options book, and Blaupunkt radio instructions.