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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the last of the slam door stock and the class 312 units were gradually removed from traffic with the last units being withdrawn in March 2004.
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.
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
.
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
Sold for £ 5.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.
So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.
The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.
This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.
A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.
We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.
With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.
See more car pics on my facebook page!
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
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.
I took my driving test on an Opel Kadett like this in 1984.
Auf so einem Opel Kadett machte ich 1984 meinen Führerschein.
- - -
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)
- - -
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)
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.
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.
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.
1955 Kurtis 500 KK Sutton roadster, the only Kurtis ever made with this bodyshell... As driven in the 2014 California Mille event by the owner...
The weekly Wild Wednesday cruise night...
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
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.
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Race Number 63 Grant Tromans + Richard Meaden
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1557cc
Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc engine together with an Elan close ratio gearbox, he rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.
Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities
To homologate the car for Group 2, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs.
This car raced at Donington in the Pre-66 Under Two Litre Touring Car race.
A Big thankyou for an incredible 24 Million views
Shot 04:05:2014 at the Donington Historic Festival REF 102-153
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Race Number 52 Neil Brown + Richard Dutton
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1557cc
Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc engine together with an Elan close ratio gearbox, he rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.
Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities
To homologate the car for Group 2, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs.
This car raced at Donington in the Pre-66 Under Two Litre Touring Car race.
A Big thankyou for an incredible 24 Million views
Shot 04:05:2014 at the Donington Historic Festival REF 102-152
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!
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.
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
Collection Adrian Van Lerber
Les Grandes Marques du Monde au Grand Palais
Bonhams
Parijs - Paris
Frankrijk - France
February 2019
Estimated : € 20.000 - 30.000
Sold for € 23.000
Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the futuristically 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 computer-controlled form into the 21st Century. 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. By the time production ceased in April 1975, more than 1.3 million of these wonderfully idiosyncratic cars had been built.
One of the last DS models produced, this top-of-the-range Pallas version has the fuel-injected 2.3-litre engine and the desirable five-speed manual transmission. It has been with the current owner for approximately 10 years and is presented in virtually original condition, the only notified departure from factory specification being a chromed exhaust system. Finished in white with black roof and brown leather interior, the car is offered with FIVA identity card, 2016 MFK (TüV), and Swiss registration papers.
Singer Gazelle VI (1965-67) Engine 1725cc S5 OHV Production 1482
Registration Number FBT 964 D
SINGER SET
www.flickr.com/photos/45676495@N05/sets/72157623722487129...
The Gazelle was the first Singer to be produced following the take-over of the Singer company by the Rootes Group in 1956 and was a version of the mainstream Hillman Minx differing mainly in retaining the Singer overhead cam engine. Externally the only significant difference was a restyled nose based around a traditional Singer grille.
The body style followed by the Gazelle between 1956 and 1967 came to be known as the "Audax" body, with significant input from the US based Loewy design organisation, highly regarded at the time partly on account of Loewy's input to several iconic Studebaker designs.
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.
Many Thanks for a fan'dabi'dozi 26,113,900 views
Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-661
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.
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
Ford Escort RS1600 Mk,I (1970-74) Original Engine 1601cc S4
Race Number 125 driver unknown
Registration Number BAL 254 H (Nottinghamshire)
FORD (UK) ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The Mark I Ford Escort was introduced in Ireland and the United Kingdom at the end of 1967, making its show debut at the Brussels Motor Show in January 1968. Escort production commenced at the Halewood plant in England during the closing months of 1967, and for left-hand-drive markets during September 1968 at the Ford plant in Genk.
A higher-performance version for rallies and racing was available, the Escort Twin Cam, built for Group 2 international rallying powered by a Lotus-made eight-valve twin camshaft engine of 1588cc developed for the Lotus Elan. Production of the Twin Cam, which was originally produced at Halewood, was phased out as the Cosworth-engined RS1600 (RS denoting Rallye Sport) production began. with a 1601 cc Cosworth BDA which used a crossflow block with a 16-valve Cosworth cylinder head, named Belt Drive A Series The Mark I Escort became successful as a rally car, and eventually went on to become one of the most successful rally cars of all time. Both the Mexico and RS1600 were built at Ford's Advanced Vehicle Operations (AVO) facility located at the Aveley Plant in South Essex. As well as higher-performance engines and sports suspension, like the Mexico these models featured the strengthened bodyshell.
Ford also produced an RS2000 model as an alternative to the somewhat temperamental RS1600, featuring a 2.0 L Pinto (OHC) engine. This also clocked up some rally and racing victories
Diolch am 83,492,194 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 83,492,194 amazing views, every one is greatly appreciated.
Shot 17.07.2021 at Shelsley Walsh (Classic Nostalgia), Worcestershire 148-011
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:
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
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.
What a strange looking vehicle. SEAB was the maker of the plastic bodyshells of the Citroën Méhari, but made these under their own name. The Flipper II was a facelift making it a bit more modern (square).
There is a large microcar collection in this very special museum. It includes many models I hadn't seen before. Sadly there were hardly any information signs, so I still don't know those.
@Curioseum Willingen
@Ascension weekend Traction Avant Nederland 2022
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
Direct Rail Services class 57 no. 57307 'Lady Penelope' sits in the thunderbird siding at Rugby on 12th March 2015.
The first Class 57s were built in 1997 for Freightliner, a Class 47 bodyshell was taken, stripped, rewired and then fitted with an EMD engine. In 2002, 12 further Class 47s were converted to 57s for Virgin Trains, these were numbered 57/3 and fitted with ETH. In 2003, four additional locos were ordered for dragging Pendolinos, these were fitted with Dellner couplings from new and the remainder of the fleet was retrofitted with Dellners in the same year. DRS now operate the majority of the class 57/0 and 57/3. First Great Western operate the Class 57/6 fleet and West Coast Railways operate a fleet of 57/0, 57/3 and 57/6.
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.
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.
Volkswagen Golf GTi Mk.2 (1983-92) Engine 1781cc S4 inj 8v 110bhp Production 6,000,000 (all Golf Mk.2's)
Registration Number F 468 MHJ (Chelmsford)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style. During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.
The successful hot GTi model was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a fuel-injected and was later joined by the more powerful Golf GTi 16v marked by discreet red and black "16v" badges front and rear.
Diolch yn fawr am 67,009,228 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 67,009,228 amazing views, enjoy and stay safe
Shot 22.07.2018 at the Curborough Sprint, Curborough, Staffordshire Ref 135-345
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number HTT 678 D (Devon)
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.
Diolch am 98,629,774 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 98,629,774 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-159
Singer Chamois (1964-70) Engine 875cc S4 OC
Registration Number WYU 913 H (London)
SINGER SET
www.flickr.com/photos/45676495@N05/sets/72157623722487129...
The Singer Chamois was introduced in October 1964 as an attempt to increase the Imps apeal with a more upmarket version the Chamois featured wider rimmed wheels, walnut veneer. external side trim, a wider choice of colours and metalic paint options along with a horizontal grille. Later (1969 on) cars have quad headlights.
In 1966 the Chamois was joined by the Chamois Sport with output increased from 39bhp to 55bhp by virtue of a twin carburettor sports engine version of the 875cc unit, and servo assisted brakes, the interiors featured reclining seats, quad headlamps from 1969 in line with the standard Chamois.
In 1967 the range was further expanded with the Chamois Coupe The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened
In 1969 the Chamois was updated with the addition of twin headlamps
Many thanks for a fantabulous
48,648,296 views
Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-488
Working a rake of loaded stone north from Middleton Towers near King's Lynn to Warrington Arpley yard is DB Schenker Class 66, 66068.
One of Britain's, and indeed Europe's, most numerous diesel locomotives, the Class 66 has become the face of nearly every freight operating rail company on the UK network, a simple, utilitarian design with an enormous, powerful engine. But with it's popularity among rail companies came a price, as it is often listed as one of the most hated locomotives ever to hit the UK rails, largely because of the slew of older BR classic locomotives it replaced from the late 1990's onward.
But is it really deserving of such a bum rap?
By the mid-1990's it was apparent that a majority of the ex-British Rail locomotives were well beyond their bloom of youth. Aside from the Class 58's of 1983, the Class 60's of 1989, and the American built Class 59's of 1985, most locomotives in the service of freight companies were coming up to 30 or 40 years old, and reliability was a major issue. Years of under-investment in the BR freight sector Railfreight Distribution, had resulted in a fleet comprised of decrepit diesels such as the Class 37's and Class 47's, being worked into the ground to keep the company rolling. Although the opening of the Channel Tunnel in 1994 was a catalyst to investments for freight trains working those particular trunk routes to the South East, with the construction of the Class 92's and the refurbishment of Wembley based Class 47's, the remainder of the freight operators, by this time led by shadow franchises Loadhaul, Transrail and Mainline, were left with a fleet that was slowly dying before their eyes. Class 47's, especially, needed a major overhaul every seven years, costing £400,000; yet had an average daily availability of less than 65% with only 16 days between major failures.
Enter Wisconsin Central, who, in 1996, bought the three franchises together with Railfreight Distribution and mail operator Rail Express Systems to create EWS, or English, Welsh & Scottish Railways. As part of the franchise commitment, the intention was to replace the ageing diesel fleet with a standard design that would reduce maintenance and operating costs substantially, with higher levels of reliability and efficiency. Looking at the fleet of diesels in general, it was noted that among the most reliable classes in the UK were the small fleet of 15 Class 59's, built by General Motors between 1985 and 1995 for private Aggregate operators such as Foster Yeoman and Hanson, as well as energy company National Power for the haulage of their coal trains between Collieries and Power Stations. These engines were, for the most part, substantially younger than the likes of the Class 20's, 31's, 37's and 47's, and more reliable than the early built Class 56's from Romania, which were infamous for their poor build quality.
Seeing their success, EWS placed an order in 1997 for 250 locomotives based on similar principles to that of the Class 59, often dubbed one of the biggest locomotive orders since the age of Steam. Locomotives were built at GM's factory in London, Ontario, and externally the bodyshell and design shared that with the Class 59. Internally though, the engines took many of GM's previous developments and updated the engine and traction motors to enable higher speeds. The new locomotive was fitted with the 20 year old design of the EMD 710 12-cylinder diesel engine, found originally in the GP60 freight locomotives of North America. However, some of GM's newer creations also made it into the mix, such as updated cab-control systems, the kind found in the Irish Railways Class 201 of 1994.
Originally designated Class 61, the first of these new locomotives arrived by boat at Immingham in June 1998, prior to proving tests at Derby. The locomotives then shipped at a rate of 11 per month into the UK via Newport Docks, until the order was completed in December 2001. After unloading, EWS engineers then simply took off the tarpaulin, unblocked the suspension, and finally as each was shipped with water and fuel, hooked up the batteries, before starting the engine and handing the locomotive into service. Almost immediately, other UK freight operators took interest in the Class, and companies such as Freightliner, GB Railfreight and Direct Rail Services also placed orders.
Upon their introduction, reliability levels for EWS's operations improved substantially. Each locomotive is specified and guaranteed to 95% availability, aiming for a minimum of 180 days mean time between failures. It is designed to cover 1·6million km between major rebuilds, equivalent to 18 years' service, with each major rebuild costed at £200,000. But with their success came the sad reality that the much loved classes of yesteryear were going to be given the push, and this is where a majority of the Class 66's unpopularity comes from. It could have been understood the replacement of the 40 year old Class 20's, 31's, 37's and 47's, as it was quite clear they were past their prime, the same could equally be said for some of the earlier Class 56's of the late 1970's. However, the line was stepped across with the withdrawal of the Class 58's and Class 60's, as the desire of EWS to have a standardised fleet, resulted in the removal of locomotives that were nowhere near life-expired. The large-scale retirement of these extremely reliable and powerful locomotives that weren't even 20 years old was seen as a travesty, and whilst some Class 60's have seen a revival with other operators as of late, the Class 58's are all but extinct, whilst many Class 60's continue to languish in yards across the UK, mostly at Toton in the East Midlands.
Nevertheless, the class continued to grow over the years, and, upon the conclusion of Class 66 production in the UK in 2014, 446 of the class were eventually built. But we can't forget also that the class has seen major success across Europe as well, with dozens of engines in operation in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy.
Today, a majority of the class is still in service with a variety of operators. DB Schenker, the successor to EWS, continues to operate the largest fleet of 249 locomotives. Freightliner operates 141, DRS operates 19, GBRf operates 72 and Colas Rail operates 5. Not all of the locomotives however remain with us, as three have been written off.
The first was 66521 on the 28th February, 2001, where after hitting a Land Rover that had fallen down an embankment from the M62 motorway, a southbound GNER InterCity 225 set led by lightweight Class 82 DVT, 82221, derailed and ran straight into the path of the oncoming Class 66 which was working a northbound coal train. With an estimated closing speed of 142mph, the DVT was obliterated upon hitting the Class 66, and the freight locomotive was mangled and distorted as it was crushed between its loaded coal train behind and the passenger coaches in front. In the disaster, 10 people were killed, including 66521's driver Stephen Dunn, although his instructor Andrew Hill, who was also riding in the cab, was able to survive. The locomotive however was for the most part destroyed, and scrapped later that year.
The second was on the 4th January, 2010 involving 66048, which derailed at Carrbridge in snowy weather. Coming down the Highland Mainline with a loaded container train, it passed a signal at danger and was derailed at trap points, subsequently falling down an embankment into trees and injuring the two crew members.
The third was on the 28th June 2012, where GBRf 66734 derailed at Loch Treig whilst working Alcan Tanks. The inability of recovery crews to access the highly remote and dangerous location resulted in the engine being cut-up on site.
Additionally, many Class 66's have suffered low-speed collisions and derailments, either through faults in the track, driver error, or faults with the rolling stock.
However, despite the criticism, and often being dubbed as bland and utilitarian, the Class 66 is still a major part of the UK freight network, working behind the scenes without need of major attention so as to get the job done. Indeed it may find a home among rail enthusiasts, and perhaps one day it'll be dubbed a classic like the Class 37's and 47's it replaced, but at the moment it's the UK networks humble hero, plying its trade the best way it knows how.
Slowing for a crew change at Peterborough with a rake of coal hoppers from Cottam Power Station near Retford to Acton in West London is DB Schenker Class 66, 66040.
One of Britain's, and indeed Europe's, most numerous diesel locomotives, the Class 66 has become the face of nearly every freight operating rail company on the UK network, a simple, utilitarian design with an enormous, powerful engine. But with it's popularity among rail companies came a price, as it is often listed as one of the most hated locomotives ever to hit the UK rails, largely because of the slew of older BR classic locomotives it replaced from the late 1990's onward.
But is it really deserving of such a bum rap?
By the mid-1990's it was apparent that a majority of the ex-British Rail locomotives were well beyond their bloom of youth. Aside from the Class 58's of 1983, the Class 60's of 1989, and the American built Class 59's of 1985, most locomotives in the service of freight companies were coming up to 30 or 40 years old, and reliability was a major issue. Years of under-investment in the BR freight sector Railfreight Distribution, had resulted in a fleet comprised of decrepit diesels such as the Class 37's and Class 47's, being worked into the ground to keep the company rolling. Although the opening of the Channel Tunnel in 1994 was a catalyst to investments for freight trains working those particular trunk routes to the South East, with the construction of the Class 92's and the refurbishment of Wembley based Class 47's, the remainder of the freight operators, by this time led by shadow franchises Loadhaul, Transrail and Mainline, were left with a fleet that was slowly dying before their eyes. Class 47's, especially, needed a major overhaul every seven years, costing £400,000; yet had an average daily availability of less than 65% with only 16 days between major failures.
Enter Wisconsin Central, who, in 1996, bought the three franchises together with Railfreight Distribution and mail operator Rail Express Systems to create EWS, or English, Welsh & Scottish Railways. As part of the franchise commitment, the intention was to replace the ageing diesel fleet with a standard design that would reduce maintenance and operating costs substantially, with higher levels of reliability and efficiency. Looking at the fleet of diesels in general, it was noted that among the most reliable classes in the UK were the small fleet of 15 Class 59's, built by General Motors between 1985 and 1995 for private Aggregate operators such as Foster Yeoman and Hanson, as well as energy company National Power for the haulage of their coal trains between Collieries and Power Stations. These engines were, for the most part, substantially younger than the likes of the Class 20's, 31's, 37's and 47's, and more reliable than the early built Class 56's from Romania, which were infamous for their poor build quality.
Seeing their success, EWS placed an order in 1997 for 250 locomotives based on similar principles to that of the Class 59, often dubbed one of the biggest locomotive orders since the age of Steam. Locomotives were built at GM's factory in London, Ontario, and externally the bodyshell and design shared that with the Class 59. Internally though, the engines took many of GM's previous developments and updated the engine and traction motors to enable higher speeds. The new locomotive was fitted with the 20 year old design of the EMD 710 12-cylinder diesel engine, found originally in the GP60 freight locomotives of North America. However, some of GM's newer creations also made it into the mix, such as updated cab-control systems, the kind found in the Irish Railways Class 201 of 1994.
Originally designated Class 61, the first of these new locomotives arrived by boat at Immingham in June 1998, prior to proving tests at Derby. The locomotives then shipped at a rate of 11 per month into the UK via Newport Docks, until the order was completed in December 2001. After unloading, EWS engineers then simply took off the tarpaulin, unblocked the suspension, and finally as each was shipped with water and fuel, hooked up the batteries, before starting the engine and handing the locomotive into service. Almost immediately, other UK freight operators took interest in the Class, and companies such as Freightliner, GB Railfreight and Direct Rail Services also placed orders.
Upon their introduction, reliability levels for EWS's operations improved substantially. Each locomotive is specified and guaranteed to 95% availability, aiming for a minimum of 180 days mean time between failures. It is designed to cover 1·6million km between major rebuilds, equivalent to 18 years' service, with each major rebuild costed at £200,000. But with their success came the sad reality that the much loved classes of yesteryear were going to be given the push, and this is where a majority of the Class 66's unpopularity comes from. It could have been understood the replacement of the 40 year old Class 20's, 31's, 37's and 47's, as it was quite clear they were past their prime, the same could equally be said for some of the earlier Class 56's of the late 1970's. However, the line was stepped across with the withdrawal of the Class 58's and Class 60's, as the desire of EWS to have a standardised fleet, resulted in the removal of locomotives that were nowhere near life-expired. The large-scale retirement of these extremely reliable and powerful locomotives that weren't even 20 years old was seen as a travesty, and whilst some Class 60's have seen a revival with other operators as of late, the Class 58's are all but extinct, whilst many Class 60's continue to languish in yards across the UK, mostly at Toton in the East Midlands.
Nevertheless, the class continued to grow over the years, and, upon the conclusion of Class 66 production in the UK in 2014, 446 of the class were eventually built. But we can't forget also that the class has seen major success across Europe as well, with dozens of engines in operation in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy.
Today, a majority of the class is still in service with a variety of operators. DB Schenker, the successor to EWS, continues to operate the largest fleet of 249 locomotives. Freightliner operates 141, DRS operates 19, GBRf operates 72 and Colas Rail operates 5. Not all of the locomotives however remain with us, as three have been written off.
The first was 66521 on the 28th February, 2001, where after hitting a Land Rover that had fallen down an embankment from the M62 motorway, a southbound GNER InterCity 225 set led by lightweight Class 82 DVT, 82221, derailed and ran straight into the path of the oncoming Class 66 which was working a northbound coal train. With an estimated closing speed of 142mph, the DVT was obliterated upon hitting the Class 66, and the freight locomotive was mangled and distorted as it was crushed between its loaded coal train behind and the passenger coaches in front. In the disaster, 10 people were killed, including 66521's driver Stephen Dunn, although his instructor Andrew Hill, who was also riding in the cab, was able to survive. The locomotive however was for the most part destroyed, and scrapped later that year.
The second was on the 4th January, 2010 involving 66048, which derailed at Carrbridge in snowy weather. Coming down the Highland Mainline with a loaded container train, it passed a signal at danger and was derailed at trap points, subsequently falling down an embankment into trees and injuring the two crew members.
The third was on the 28th June 2012, where GBRf 66734 derailed at Loch Treig whilst working Alcan Tanks. The inability of recovery crews to access the highly remote and dangerous location resulted in the engine being cut-up on site.
Additionally, many Class 66's have suffered low-speed collisions and derailments, either through faults in the track, driver error, or faults with the rolling stock.
However, despite the criticism, and often being dubbed as bland and utilitarian, the Class 66 is still a major part of the UK freight network, working behind the scenes without need of major attention so as to get the job done. Indeed it may find a home among rail enthusiasts, and perhaps one day it'll be dubbed a classic like the Class 37's and 47's it replaced, but at the moment it's the UK networks humble hero, plying its trade the best way it knows how.
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
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
The Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars (E-segment) produced by Italian car manufacturer Alfa Romeo from 1968 to 1977. Berlina is the Italian term for a saloon car. Both cars had Alfa Romeo twin cam inline-four engines; the 1.8-litre 1750 Berlina was made between 1968 and 1971, when it was phased out in favour of the improved 2.0-litre 2000 Berlina.
The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 was meant to top the saloon range, above the 1300 and 1600 cc versions of the Giulia. In the United States, however, the Giulia saloon ceased to be available and was entirely replaced by the 1750 Berlina. The 1750 entered full production in South Africa in early 1969, later complemented by the 2000.
In contrast to the Giulia, the 1750s had reworked bodywork and bigger engine, shared many parts with other concurrent models in the Alfa Romeo range, but sold many fewer units during their production span.
The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle's distinctive creases were smoothed out, and there were significant changes to the trim details. The car's taillights were later used on the De Tomaso Longchamp.
The Alfa Romeo 2000 Berlina was produced by Alfa Romeo between 1971 and 1977. The engine was bored and stroked out to 1,962 cc. A different grill distinguishes 2000 from 1750. Also, external lights were different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750.[8] With two carburetors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS (97 kW; 130 hp). Top speed was 190 km/h (118 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. Gearbox was 5-speed manual (also 3-speed automatic on some versions).
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
An incredibly busy 10 minutes at Nuneaton. While changing trains I was treated to not one, not two, not three, but four intermodal freights passing on each of the stations lines.
Finally, running north with an intermodal freight from Felixstowe to Hams Hall is GBRf Class 66, 66758.
One of Britain's, and indeed Europe's, most numerous diesel locomotives, the Class 66 has become the face of nearly every freight operating rail company on the UK network, a simple, utilitarian design with an enormous, powerful engine. But with it's popularity among rail companies came a price, as it is often listed as one of the most hated locomotives ever to hit the UK rails, largely because of the slew of older BR classic locomotives it replaced from the late 1990's onward.
But is it really deserving of such a bum rap?
By the mid-1990's it was apparent that a majority of the ex-British Rail locomotives were well beyond their bloom of youth. Aside from the Class 58's of 1983, the Class 60's of 1989, and the American built Class 59's of 1985, most locomotives in the service of freight companies were coming up to 30 or 40 years old, and reliability was a major issue. Years of under-investment in the BR freight sector Railfreight Distribution, had resulted in a fleet comprised of decrepit diesels such as the Class 37's and Class 47's, being worked into the ground to keep the company rolling. Although the opening of the Channel Tunnel in 1994 was a catalyst to investments for freight trains working those particular trunk routes to the South East, with the construction of the Class 92's and the refurbishment of Wembley based Class 47's, the remainder of the freight operators, by this time led by shadow franchises Loadhaul, Transrail and Mainline, were left with a fleet that was slowly dying before their eyes. Class 47's, especially, needed a major overhaul every seven years, costing £400,000; yet had an average daily availability of less than 65% with only 16 days between major failures.
Enter Wisconsin Central, who, in 1996, bought the three franchises together with Railfreight Distribution and mail operator Rail Express Systems to create EWS, or English, Welsh & Scottish Railways. As part of the franchise commitment, the intention was to replace the ageing diesel fleet with a standard design that would reduce maintenance and operating costs substantially, with higher levels of reliability and efficiency. Looking at the fleet of diesels in general, it was noted that among the most reliable classes in the UK were the small fleet of 15 Class 59's, built by General Motors between 1985 and 1995 for private Aggregate operators such as Foster Yeoman and Hanson, as well as energy company National Power for the haulage of their coal trains between Collieries and Power Stations. These engines were, for the most part, substantially younger than the likes of the Class 20's, 31's, 37's and 47's, and more reliable than the early built Class 56's from Romania, which were infamous for their poor build quality.
Seeing their success, EWS placed an order in 1997 for 250 locomotives based on similar principles to that of the Class 59, often dubbed one of the biggest locomotive orders since the age of Steam. Locomotives were built at GM's factory in London, Ontario, and externally the bodyshell and design shared that with the Class 59. Internally though, the engines took many of GM's previous developments and updated the engine and traction motors to enable higher speeds. The new locomotive was fitted with the 20 year old design of the EMD 710 12-cylinder diesel engine, found originally in the GP60 freight locomotives of North America. However, some of GM's newer creations also made it into the mix, such as updated cab-control systems, the kind found in the Irish Railways Class 201 of 1994.
Originally designated Class 61, the first of these new locomotives arrived by boat at Immingham in June 1998, prior to proving tests at Derby. The locomotives then shipped at a rate of 11 per month into the UK via Newport Docks, until the order was completed in December 2001. After unloading, EWS engineers then simply took off the tarpaulin, unblocked the suspension, and finally as each was shipped with water and fuel, hooked up the batteries, before starting the engine and handing the locomotive into service. Almost immediately, other UK freight operators took interest in the Class, and companies such as Freightliner, GB Railfreight and Direct Rail Services also placed orders.
Upon their introduction, reliability levels for EWS's operations improved substantially. Each locomotive is specified and guaranteed to 95% availability, aiming for a minimum of 180 days mean time between failures. It is designed to cover 1·6million km between major rebuilds, equivalent to 18 years' service, with each major rebuild costed at £200,000. But with their success came the sad reality that the much loved classes of yesteryear were going to be given the push, and this is where a majority of the Class 66's unpopularity comes from. It could have been understood the replacement of the 40 year old Class 20's, 31's, 37's and 47's, as it was quite clear they were past their prime, the same could equally be said for some of the earlier Class 56's of the late 1970's. However, the line was stepped across with the withdrawal of the Class 58's and Class 60's, as the desire of EWS to have a standardised fleet, resulted in the removal of locomotives that were nowhere near life-expired. The large-scale retirement of these extremely reliable and powerful locomotives that weren't even 20 years old was seen as a travesty, and whilst some Class 60's have seen a revival with other operators as of late, the Class 58's are all but extinct, whilst many Class 60's continue to languish in yards across the UK, mostly at Toton in the East Midlands.
Nevertheless, the class continued to grow over the years, and, upon the conclusion of Class 66 production in the UK in 2014, 446 of the class were eventually built. But we can't forget also that the class has seen major success across Europe as well, with dozens of engines in operation in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy.
Today, a majority of the class is still in service with a variety of operators. DB Schenker, the successor to EWS, continues to operate the largest fleet of 249 locomotives. Freightliner operates 141, DRS operates 19, GBRf operates 72 and Colas Rail operates 5. Not all of the locomotives however remain with us, as three have been written off.
The first was 66521 on the 28th February, 2001, where after hitting a Land Rover that had fallen down an embankment from the M62 motorway, a southbound GNER InterCity 225 set led by lightweight Class 82 DVT, 82221, derailed and ran straight into the path of the oncoming Class 66 which was working a northbound coal train. With an estimated closing speed of 142mph, the DVT was obliterated upon hitting the Class 66, and the freight locomotive was mangled and distorted as it was crushed between its loaded coal train behind and the passenger coaches in front. In the disaster, 10 people were killed, including 66521's driver Stephen Dunn, although his instructor Andrew Hill, who was also riding in the cab, was able to survive. The locomotive however was for the most part destroyed, and scrapped later that year.
The second was on the 4th January, 2010 involving 66048, which derailed at Carrbridge in snowy weather. Coming down the Highland Mainline with a loaded container train, it passed a signal at danger and was derailed at trap points, subsequently falling down an embankment into trees and injuring the two crew members.
The third was on the 28th June 2012, where GBRf 66734 derailed at Loch Treig whilst working Alcan Tanks. The inability of recovery crews to access the highly remote and dangerous location resulted in the engine being cut-up on site.
Additionally, many Class 66's have suffered low-speed collisions and derailments, either through faults in the track, driver error, or faults with the rolling stock.
However, despite the criticism, and often being dubbed as bland and utilitarian, the Class 66 is still a major part of the UK freight network, working behind the scenes without need of major attention so as to get the job done. Indeed it may find a home among rail enthusiasts, and perhaps one day it'll be dubbed a classic like the Class 37's and 47's it replaced, but at the moment it's the UK networks humble hero, plying its trade the best way it knows how.
Volkswagen Golf GTi Mk.2 (1983-92) Engine 1781cc S4 8v Production 6,000,000 (all Golf Mk.2's)
Registration Number D 123 DFD (Dudley)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.
The successful hot GTi model was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a fuel-injected and was later joined by the more powerful Golf GTi 16v marked by discreet red and black "16v" badges front and rear.
This one is a bit of a puzzle both badged and registered with the DVLA as a GTi but with single head lights and different grille. The registration plate bears the motif of Autohaus Wolfsburg ABT Tuning
Many thanks for a fantabulous
47,392,563 views
Shot at Weston Park Classic Car Show 27.03.2016 - Ref 111-688
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The Maserati Shamal (Tipo 339) is a compact, two-door coupé introduced by Italian automaker Maserati on December 17, 1989. It is named after shamal, a hot summer wind that blows in large areas of Mesopotamia. The Shamal was designed byMarcello Gandini, who is famous for designing the Lamborghini Countach and the Lamborghini Miura. The Shamal shows its Biturbo heritage in the doors, interior, and basic bodyshell, which were carried over from the Biturbo. Gandini's styling signature is visible in the profile of the rear wheel wheel arch which resembles that of the Lamborghini Countach.
The center pillar acts as a roll bar and is always finished in black, a distinguishing characteristic of the Shamal. The name "Shamal" appears on either side of the central pillar in chrome lettering. The car has alloy wheels, a small rear spoiler and a blacked-out grille with chrome accents.
The two-seat interior of the Shamal features extended leather seat cushions, temperature control and the famous Maserati oval clock, which is situated in the centre of the dashboard. The gear lever is finished in elm. While built for comfort as well as performance, the Shamal was not as luxuriously appointed as the similar Maserati Ghibli II.
The front-engined Shamal is powered by a 3.2-litre twin-turbocharged V8, DOHC and 32 valves engine (AM 479) producing some 326 bhp (243 kW). It has a six-speed Getrag manual transmission and an electronic active suspension control system. This system updates the adjustment on each wheel, based on road conditions and the level of comfort desired.
The Shamal has a top speed of 168 mph (270 km/h) and a 0 to 60 mph (97 km/h) acceleration time of 5.3 seconds.
The final year of production for the Maserati Shamal was 1996. Factory figures indicate that 369 Shamals were produced between 1989 and 1996.
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(Wikipedia)
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.
Humber Sceptre 1 (1963-65) Engine *1592cc S4 OHV
Production 17,011
Registration Number XMD 173 A (London NE)
HUMBER SET
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Humber variation on the Hillman Super Minx/Singer Vogue theme. With the Super Minx bodyshell but a unique roof, glass and upper/rear bodywork not shared with the Super Minx or the related Singer Vogue. Originally intended as a replacement for the Sunbeam Rapierbut was launched as a Humber while a modified Rapier continued until 1967.. This resulted in the Sceptre being more sporty in character than traditional Humbers. The Sceptre was positioned at the top of the mid-range Rootes Group cars, above the Hillman Super Minx and Singer Vogue. It featured similar twin headlight styling to the Vogue and a more powerful 80 bhp, The high level of equipment included disc front brakes, overdrive, screen washers, reversing lamp, rev counter and a full range of instruments. Automatic transmission was made available later. Whilst the Super Minx and Vogue received revised six light styling in 1964, the Sceptre body continued unchanged until 1965 when it was replaced by the MK II.
*This car is powered by the later 1725cc engine fitted from the 1966 in the Humber Sceptre (Ser.II)
Many thanks for a fantabulous 31,816,000 views
Shot on 06.04.2015 at Weston Park, Weston-under-Lizzard, Shropshire Ref 103-112
Cadillac Series 62 Convertible (1954-56) Engine Options 331 cu (5.4ltr) OHV V8
Registration Number 329 UXO (London)
CADILLAC SET
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The Cadillac Eldorado is a luxury car manufactured and marketed by Cadillac from 1952 until 2002 over twelve generations. The Eldorado was at or near the top of the Cadillac line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells and were the most expensive models that Cadillac offered those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966
Launched in 1953 the first generation, designed by Harley Earl was only sold during a single model year (1953)
The second generation also by Harley Earl lost its unique sheet metal in an effort by GM to lower its price in order to increase sales. Now sharing its basic body shell with standard Cadillacs, it was distinguished mainly by trim pieces, including golden identifying crests centred directly behind the air-slot fender breaks, and wide fluted beauty panels to decorate the lower rear sides. These panels were made of extruded aluminium, and also appeared on a one of a kind Eldorado coupé built for the Reynolds Aluminium Corporation. Sales nearly quadrupled at a much more modest US$5,738 base price (equivalent to $65,102 in 2023 dollars with a total of 2150 sold. For 1955, the Eldorado's body gained its own rear end styling with somewhat higher, more slender, and distinctly pointed tailfins. For 1956, a two-door hardtop coupé version was released, called the Eldorado Seville and a two-door convertible named Eldorado Biarritz
Diolch am 88,161,238 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 88,161,238 amazing views, every one is greatly appreciated.
Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-106
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.