The Mazda Luce (Italian for 'light') was the largest Mazda model available, at launch in 1969, through to 1991. The second generation car was launched in 1972, the LA2.

The car was still compact by US standards, at 1660 mm wide and approximately 4500 mm long.

Mazda installed their 12A and 13B twin-rotor rotary engines to produce the Mazda RX4 performance coupe (using the Luce 2-door bodyshell).

Conventional Luces used a conventional 94 PS 1.8 L, or 103 PS 2.0 litre 4-cylinder engine.

The car received a more conventional styling update in 1976 (LA3), losing some of the period cool of the LA2. The overall body form though, still reflected a Japanese interpretation of the period coke-bottle styling.

The LA2 Luce Coupe is shown here.

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

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

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

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

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

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

Singer Gazelle VI (1965-67) Engine 1725cc S5 OHV Production 1482

Registration Number FJY 731 E

SINGER SET

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

The Gazelle I was introduced in 1955 with a Rootes bodyshell shared with the Hillman Minx and Sunbeam Rapier and powered by a 1497cc OC engine

The Mark II of 1957 had an overdrive option, larger fuel tanks, side grilles and body chrome.

The Mark IIA saw an end to the Singer engine, and the introduction of a 1494cc S4 OHV Hillman engine.

Updated again later in 1958 as the Mark III with better front seats and in 1959 as the Mark IIIA the rear wings had now sprouted tailfins a twin carb 64bhp version of the 1494cc engine, floor mounted gearchange, and an option od Smiths Easidrive Automatic transmission. In 1960 as the Mk.IIIB the car returned to a single carburettor, and aquired a hypoid rear axle.

The Gazelle IIIC of 1960 has a larger 1592cc S4 OHV version of the engine with an enlarged single carburettor, the Convertible was dropped from the range in February 1962 and the Estate a month later.

The Mark V of 1963was mildly restyled with a razor edged roofline, wider rear doors and front disc brakes and syncromesh on first gear.

This Mark IV was the final offering of the 1956 shape with a new five bearing 1725cc engine and a smaller grille that does not swing up with the bonnet.

A big thankyou for an incredible 23.4 Million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-329

MG YB (1952-53) Engine 1250 cc S4 OHV Production 1201

Registration Number OYD 932

MG SET

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

Developed pre-war and designed by Gerald Palmer, the new MG small Y Type Saloon was based on Morris Eight Series E four-door bodyshell in pressed steel, with added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp.

The new MG YA was launched in 1947

.

The MG YB launched in 1952 strongly resembling the YA. The "YB" had a completely new Lockheed twin leading shoe braking system, 15 inch wheels and a much more modern hypoid type of back axle. Road holding was also improved by the introduction of smaller 15-inch wheels and the use of an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, Little else was changed about the car, which soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954.

Many Thanks for a fan'dabi'dozi 25,765,900 views

Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-507

I took my driving test on an Opel Kadett like this in 1984.

Auf so einem Opel Kadett machte ich 1984 meinen Führerschein.

- - -

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)

G-Model

Bonhams : The Autumn Sale 2020

Estimated : € 40.000 - 60.000

Unsold

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

Porsche revived the evocative Carrera name - previously used for the competition orientated versions of the preceding 356 model - for its luxuriously equipped, top-of-the-range 911 in 1973, applying the title to all 911 variants, co-incidentally with the introduction of the 3.2-litre engine, from the start of the 1984 model year. The revived name was part of a major revamp of the long-running 911, now selling better than ever, development of which had slowed while Porsche concentrated on meeting the ever increasing demand.

Although it remained an air-cooled 'flat six', the '3.2' motor was 80% new and incorporated an effective cam chain tensioner and associated lubrication system that at last addressed a perennial 911 shortcoming. An ECU controlled the fuel and ignition systems for the first time on a 911, enabling the engine to be both more powerful and less thirsty. As a result, this enlarged and extensively revised power plant now produced 231bhp, 27 horsepower up on its predecessor, endowing the Carrera with a level of performance approaching that of the original 911 Turbo of 1974, the bald statistics being a 0-60mph time of 5.3 seconds and a top speed of 152mph (244km/h) with 100mph (160km/h) reachable in a breathtaking 13.6 seconds.

No major changes were made to the bodyshell, though there was a new front spoiler with integral fog lamps, while the number of models on offer remained at three: Coupé, Targa and Cabriolet. Thirty-plus years on, Carrera 3.2s are now highly sought after and for very good reason, though finding one is not that easy.

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

Bonhams : The Autumn Sale 2020

Estimated : € 120.000 - 180.000

Sold for € 143.750

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

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

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

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

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

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

Coachwork by Henri Chapron

Bonhams : the Zoute Sale

Estimated : € 240.000 - 320.000

Sold for € 425.500

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

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

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

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

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

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

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

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

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

Vauxhall VX 2300 (FE) (1972-76) Engine 2279cc S4 OC Production 44078 (incl. Victor 1800 and 2300)

Registration Number UFY 963 L

VAUXHALL SET

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

The FE Series was the last of the Victors, launched in March 1972 with the marketing slogan - The New Victor, the Transcontinental. Appearing much larger than its predeccesor the car was in fact no wider and only two inches longer with most of that from the new bumpers. But internally the car was both higher and gave an extra four inches of rear legroom. Originally launched with a front bench seat, it was uprated in 1973 to feature separate bucket seats and a repositioned handbrake.

The new Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering as opposed to the Rekord's recirculating ball unit. The front end incorporated the then advanced detail of having the slim bumper bisect the grille, with a third of the grille and the side-lights (on quad headlamp models) below the bumper line. The FE Victor was the last Vauxhall to be designed independently of Opel. The engines were carried over from the FD range although enlarged to 1759 cc and 2279 cc. For a short period, the straight-six engine was used in the Ventora and 3300 SL models

Many Thanks for a fan'dabi'dozi 26,305,500 views

Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-765

473 003-8, CFR Călători, fabricație Softronic Craiova 2009 din cutia unei locomotive tip 060-EA rămasa de la defuncta Electroputere, ultima reparație tip RR finalizată în primăvara anului 2022 la Reloc, în serviciu comercial către capitala țării cu trenul 1752.

473 003-8, CFR Călători, built by Softronic Craiova in 2009 using the bodyshell of a former 060-EA type locomotive originating from the defunct Electroputere, last RR (heavy overhaul) completed in spring 2022 at Reloc, operating in revenue service towards the capital city (Bucharest) hauling train 1752.

Valea Seacă, Bacău (RO)

2Q08: the 09.22 Network Rail test train from York, Holgate Sidings which will arrive at Darlington Up S.S. tonight at 19.00, having visited lines in Newcastle and the North East.

This track assessment unit was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986. The unit is formed of two driving motor vehicles with individual carriages numbered in the Departmental series; 999600-999601. It normally works on lines also used by DMU's where the track quality is not good enough for larger and heavier track assessment stock.

Morris 1800S Mk.II (1968-72) Engine 1798cc S4 OHV Production 95271 (Morris Mk. I, II and III) Total ADO 17 Production 386,000 (Austin 221,000, Morris 95271, Wolseley 35597)

Registration Number EHN 91 J (Darlington)

MORRIS SET

www.flickr.com/photos/45676495@N05/sets/72157623690377489...

The BMC ADO17 is the model code that was used by the British Motor Corporation (BMC) for a range of cars produced from September 1964 to 1975 and sold initially under its Austin marque as the Austin 1800. The car was also sold as the Morris 1800 and Wolseley 18/85, and later as the Austin 2200, Morris 2200 and Wolseley Six. In Denmark it was sold as the Morris Monaco. Colloquially known as the "Landcrab",

he car was unconventional in its appearance in 1964, with its large glasshouse and spacious, minimalist interior including leather, wood, and chrome features plus an unusual instrument display with ribbon speedometer and green indicator light on the end of the indicator stalk. There was a chrome "umbrella handle" handbrake under the dashboard parcel shelf, and the two front seats met in the middle and could be used, on occasion, as a bench seat. Both Alec Issigonis and Pininfarina worked on its exterior. The technology "under the skin" was also unconventional and ahead of its time, including Hydrolastic suspension and an example of inertia-controlled brake proportioning. The bodyshell was exceptionally stiff with a torsional rigidity.

Introduced in 1964 as the Austin 1800, the car was subject to progressive developement followed by the arrival of the Morris 1800 in early 1966.

The Mark II version was launched in May 1968 featuring a cheaper and more conventional interior, revised front grilles and other trim, and for the Austin and Morris models the slim, horizontal rear lights were replaced by vertical "fin" lights which gave a family look along with the smaller ADO16 range.Other changes included a higher second gear and final drive ratio for the manual transmission, conventional suspension bushes, a higher engine compression ratio boosting output to 86bhp and larger wheels.

The 1800S was introduced in October 1968 as the perrformance model in the range, with its twin SU carburettors producing 95bhp, by 1970 this had risen to 97bhp.

This car was originally a civilian car, replocated in the 1990'sby Durham Constabulary to the exact specification of their patrol cars of the 70s. It has period Smiths gauges inc oil pressure, vacuum, battery , there !s a rev counter and time clock. Blue light and horns ( nee nar ) and hand held spotlight for seeking out the baddies in the dark. This Police car is the only one in existence in the Durham Constabulary Police colours, .

A big thankyou for an incredible 23.3 Million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-276

The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.

Models were again arranged 150, 210 and Bel Air. The Bel Air Convertible shown here matched the only ope-top bodystyle with top-specification trim. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.

A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.

Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.

Coachwork by Henri Chapron

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

The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer, Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival into the 21st Century.

In September 1965 the DS's original 1.911 cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1.985 cc unit, also available in 2.175 cc and 2.347 cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate). In total, 1.365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.

Recorded in the Registro Italiano Storiche Citroën (RIASC), chassis number '440 70 56', the car offered here, comes with an email printout from Chapron confirming that the company's archives contain details of its construction as a convertible. Restored circa 2008 while in the hands of its previous owner, the car was inspected (prior to the current vendor's purchase) by the highly respected specialist, Fabrizio Libera of Polverara, Italy. The car has had two owners (in Italy) since 2002, and their details and those of previous owners may be found in the accompanying history file. Described by the vendor as in generally very good condition, this magnificent and rare piece of French motoring history car received a 3rd place award at the Valli Biellesi - Oasi Zegna concours d'élégance in 2016. An eye-catcher at any gathering, it comes with Italian registration papers, ASI and FIVA documents, Citroën Italia certificate, and the aforementioned communication from Chapron.

Les Grandes Marques du Monde au Grand Palais

Bonhams

Sold for € 207.000

Estimated : € 170.000 - 210.000

Parijs - Paris

Frankrijk - France

February 2017

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

Registration Number DKU 120 C

FORD UK SET

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

The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1558cc

Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc engine together with an Elan close ratio gearbox, he rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.

Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities

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

Many Thanks for a fan'dabi'dozi 26,776,900 views

Shot 07:07:2014 at on Cars in the Park, Beacon Park, Lichfield REF 102-959

TVR Vixen S3 (1968-70) Engine 1599cc S4 Ford Kent Production 438 (723 Vixen S1 to S3)

Registration Number SFR 414 J

TVR SET

www.flickr.com/photos/45676495@N05/sets/72157623722776067...

The Vixen was a hanbuilt, glass fibre bodied with a tubular frame chassis as used in the Grantura 1800S. he chassis used double wishbone suspension at both ends, and disc brakes at the front (with drums at the back.) and was significantly lighter than its mainstream competition.

The Vixen Series 1 was introduced in 1967 as an evolution of the discontinued 1800S with the same chassis with a change toa Ford (Kent) 1599cc engine, in the same trim as the unit from the Ford Cortina GT developing 88bhp. The bodywork was also slightly revised, with the bonnet having a broad flat air intake scoop. The rear of the car with fitted with the round Cortina Mark I tail lamps

The S2 followed in 1968 with the longer wheelbase chassis (90 inch) from the TVR Tuscan V8. The bonnet was restyled again, with some early cars having a prominent central bulge, and later cars having twin intake ducts at the front corners of the bonnet. The tail lamps were updated from the round Cortina Mark I style to the newer wraparound Mark II style, and the body was bolted rather than bonded to the chassis the interior was improved to give a more quality feel.

The Series 3 was introduced in 1970 The heat extraction vents on the flanks behind the front wheels were decorated with "Aeroflow" grilles borrowed from the c-pillars of the Ford Zodiac Mark IV and its Ford engine was now in the same tune as the Ford Capri with 92bhp,Instead of wire wheels, cast alloy wheels were fitted as standard.

The Series 4 followed in late 1972 using the TVR M Series chassis and Vixen bodyshell

Many Thanks for a fan'dabi'dozi 28,137,100 views

Shot 28:07:2014 at Silverstone Historic Festival REF: 103-555

Bonhams : the Zoute Sale

Estimated : € 40.000 - 80.000

Sold for € 43.700

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

A 'modern classic' if ever there was one, Porsche's long-running 911 arrived in 1964, replacing the 356 and providing the Stuttgart manufacturer with a product worthy of comparison with the finest sports cars from Britain and Italy. The 356's rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, the 911's single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp. Although widely acclaimed, the 911 was necessarily expensive, a shortcoming that Porsche addressed by offering the 912 which, though outwardly identical, was powered by the 356's 1.6-litre four-cylinder engine. As installed in the 912 the latter produced 90bhp, some 40 horsepower less than the 911's six, but this deficit was offset by significantly reduced weight, resulting in a better-balanced car with greatly improved road manners. The 911 gearbox was used, offering a choice of four or five speeds. Despite being down on power, the 912 had a respectable top speed of 191km/h. Porsche officially began production of the 912 on April 5, 1965 with a little over 30,000 produced (all on the original short-wheelbase chassis) between 1965 and 1968, and today the 912 is a relative rarity when compared with its better-known sibling.

This desirable early matching-numbers Porsche 912 was sold new in the beginning of 1966 in the USA via Porsche Car Pacific of Burlingame, California. Being one of the early 1966 examples produced it features the typical and desirable early series 3-clock dashboard, the Enamel badged wheels and thin engine support. We are advised that the body of this car with chassis prefix '35' was produced by the Porsche factory itself where the vast majority was produced by Karmann.

Its first owner was Mr George Papageorge of San Jose (later Nipomo), California, who would keep the car until 2013 when it was sold to the current owner who unfortunately passed away and was never able to drive this car meaning this effectively is a '1 registered owner from new' car. A copy of the original Porsche Kardex is on file together with a State of California Certificate of Title and the 2013 bill of sale. EU duties have been paid. Still in its original (professionally repainted) colour scheme of Bahama Yellow with black (original) interior, this remarkably original Porsche 912 has led an easy life, as a single look will confirm. Even the carpets in the passenger compartment and boot appear original, and we are advised that there are no signs of welding or accident damage. The odometer reading is circa 51,000 miles. We are advised by the vendor that the engine starts instantly and runs well, while the transmission is said to be in good working order. In addition to the aforementioned documentation, the car also comes with its original jack, service book, factory options book, and Blaupunkt radio instructions.

Coachwork by Chapron

Chassis n° 4251058

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 150.000 - 200.000

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

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

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

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

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

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

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

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.

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

Collection d'un amateur d'automobiles Anglaises

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 15.000 - 20.000

Sold for € 10.350

To many - its designer Alec Issigonis included - the notion that the Mini might have a future as anything other than basic transport was anathema, and the idea of a high-performance version was laughable. One man, though, saw it quite differently. Racing car manufacturer John Cooper already knew a lot about tuning BMC's A-Series engine, and a test drive in a prototype Mini convinced him of the car's competition potential. The result, launched in September 1961, was the Mini Cooper, a car that offered a size/price/performance package that was nothing short of miraculous. Enlarged to 997cc and suitably tweaked, the revised A-Series engine easily met its 55bhp target. The extra power endowed the Mini Cooper with an 85mph-plus top speed, and to cope with this increased performance Lockheed developed special 7"-diameter disc brakes for the front wheels. The new car soon established its credentials as a rally and race winner, and the stage was set for even faster versions.

According to the vendor, this is a completely rust-free car retaining its original bodyshell and engine. Featuring the 998cc engine first introduced in 1964, this Mini was first registered in 1969 and was bought by the present owner in 1998. A 'last nut and bolt' restoration was then commenced that would take two years to complete. Since the restoration's completion, the Mini has covered approximately 2,000 kilometres and has been regularly serviced and maintained. Described by the vendor as in very good condition, the car is offered with Greek registration papers.

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.

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.

Models available in 1949 were; the 72 2 door Coupe, the 74 4 door Sedan, the 76 2 door Convertible and 79 2 door Wagon (wood panel sides).

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.

1951; The bull nose grille continued out to the outside of the fenders to include the indicators.

Engine; 110hp 255 cu in Flathead V8

Lancia Fulvia 1.35 Sport (second series) (1971-72) Engine 1298cc V4 DOC Production 2600

Registration Number JYH 71 K

LANCIA SET

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

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

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

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

Many Thanks for a fan'dabi'dozi 25,685,200 views

Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-475

Sold for £ 2.500

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

The A90 Six Westminster was introduced at the 1954 London Motor Show alongside the smaller A40/50 Cambridge saloon range.

It used the new BMC C-Series 2.6-litre straight-six engine which, with a single Zenith carb, produced 85bhp. Suspension was independent at the front using coil springs and wishbones, with leaf springs and anti-roll bar on the live axle at the rear. The four-speed column-change transmission had synchromesh on the top three ratios.

They were as tough as old boots, and even in period competed successfully on International rallies. Nowadays they remain a long-distance rally car of choice, their eminently tuneable C-series engines able to take lots of punishment, as can the sturdy bodyshell and rugged suspension.

This superb 1956 model registers just over 32.000 miles on the clock, which although unsubstantiated, could well be correct given the superb original condition of the car. Show car or race car – those are the options. What happens next is entirely down to you.

The V5C shows five previous owners, although sadly there is no other paperwork with the car.

We do know that its last MOT took place in 2012, but it has seen so little use over the last 12 years that some recommissioning work is bound to be required, however a few weekends work should have it back to near show condition.

Collection Freddy Deklerck

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 15.000 - 20.000

Sold for € 23.000

Mercedes-Benz introduced its new medium-sized, S-Class range at the International Motor Show, Frankfurt in 1979, there being no fewer than seven models with the new W126 body style. Launched at the Frankfurt Auto Show in 1985, the 560 SEC coupé was an addition to the line-up and the most powerful of the three luxury coupés then on offer. This new model retained the existing bodyshell virtually unchanged but was powered by the new 5.547cc version of the M117 all-alloy V8 engine producing 300bhp (DIN), though customers resident in the USA had to make do with a considerably less powerful version. As befitted one of Mercedes-Benz's flagships, the 560 SEC came standard with a host of desirable features while customers could choose from an equally lengthy list of options. Despite its elevated price, the 560 SEC would turn out to be the most popular of the W126 coupés.

First registered on 4th May 1988, this 560 SEC is believed to have been delivered new to France and thus is one of the rarer European-specification 300 horsepower models. Accompanying documentation includes with the Étoile booklet from Mercedes-Benz France giving six months warranty on a used vehicle and recording that this car had recorded only 32.000 kilometres in September 1990 when it was sold by Mercedes-Benz International Garage SA. Bought by the current owner to form part of his collection in 2007, this beautiful modern Mercedes is offered with French Carte Grise.

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 130.000 - 180.000

Sold for € 143.750

Parijs - Paris

Frankrijk - France

February 2018

- Delivered new to Germany

- Early short-wheelbase car

- One of the first 911S models

- One of only 523 produced

- Matching chassis, engine, and transmission numbers

Now well into its sixth decade of production, the Porsche 911 defines its maker in way that few cars have: think 'Porsche' and you inevitably think '911'. Porsche's long-running and much loved sports car first appeared at the Frankfurt Show in September 1963, with deliveries commencing in 1964. The preceding Type 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, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower.

The first of countless upgrades to the perennial 911 came in 1966, two years after production had commenced, with the introduction of the 911S. Easily distinguishable by its stylish Fuchs five-spoked alloy wheels, the 'S' featured a heavily revised engine producing 160 bhp, and was capable of a top speed of 225 km/h.

The Porsche 911S offered here, chassis number '307205S', is one of the early, short-wheelbase type much favoured by the historic rallying fraternity, a situation that has led to unmodified examples such as this one becoming a great rarity and consequently much in demand. Noteworthy features include the dashboard instruments with green figures (correct for the 1965-1967 model years), and the very rare and expensive, Fuchs deep-dished five-spoke alloy wheels.

This car was delivered new via the Volkswagen and Porsche dealer Rittersbacher of Kaiserslautern, Germany on 24th February 1967, and was registered on 1st July of that year to its first owner, Wilfried Holzenthal of Weidenhahn, Germany (delivery certificate available). History relating to its time with three further collector owners (2001-2011) is available also.

The current owner purchased the Porsche in 2011, at which time it was still in its original and rare Sand Beige colour (albeit an older repaint) and otherwise was un-restored and original. A Technical Inspection was carried out in May 2012 by TüV Rhineland (Classic Data report available) and later that year the car was extensively refurbished by one of Germany's most respected restorers, Thomas Grohmann of Classic Car Workshop in Pruem. As well as routine servicing, these works included renewing all the body's rubber seals; re-upholstering the seats in black leather and fitting new carpets; re-plating the brightwork; replacing the brake hoses; overhauling the carburettors; clear re-waxing the under-body; and fitting a new silencer and a new battery. The engine and gearbox are described as in top condition, and the car comes with cancelled German Fahrzeugbrief and fresh TüV valid until January 2020. All invoices are available. A wonderful opportunity to acquire a stunning and very rare early 911S with the desirable short wheelbase.

Bonhams : The Autumn Sale 2020

Estimated : € 120.000 - 180.000

Sold for € 143.750

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Regards,

lego911

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

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

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

I was unable to find this anywhere on my trip to France back in 2022 but the Diecast Gods must have been shining down on me this year as I was able to find a small handful. Like the Hot Wheels equivalent Welly have modelled their classic Audi Quattro on the SWB Sport bodyshell giving it a slightly truncated appearance. The HW wins hands down on the sheer amount of recolours available whilst Welly obviously excels in the stock realism stakes, no garish logos and liveries plus nice detailing front and rear.

Found recently at a Carrefour Market.

Mint and boxed.

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.

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

Production 4457 (GT only)

Registration Number *PLG 57 H (1969 built, registered 1970, Cheshire)

MG SET

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

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

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

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

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

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

Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-414

A scene set to change with the forthcoming electrification; Northern Rail class 150/1 unit 150103 forming the 2F85 18:16 to Wigan Wallgate on Saturday 5 July 2014, gets the right away during a busy day on the route for the Tour de France 'Grand Départ' extra services. These units were the logical successors to the prototype class 150's, but differing from the prototypes in having only two cars and also having no cab corridor connections. Built by BREL York from 1984 to 1987, a total of 137 units, based on BR's Mark 3 bodyshell, were produced in three main sub-classes, replacing many of the earlier first-generation "Heritage" DMUs.

© Copyright Gordon Edgar - Strictly no unauthorised use

Coachwork by Henri Chapron

Chassis n° 4609606

Bonhams : the Zoute Sale

Estimated : € 190.000 - 220.000

Sold for € 207.000

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

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 until recently in 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. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.

Built in 1967 and first registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox and retains its original registration, '6394 UY 75'. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory.

In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in 1967. Today, this DS remains in outstanding condition; fastidiously maintained, it runs and drives superbly. Restoration bills are on file and the car also comes with its original plates and a French Carte Grise. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed.

Speeding south with the 4L18 Trafford Park to Felixstowe intermodal freight is Freightliner owned Class 66, 66538.

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.

by this time the triumph saloons all had the same bodyshell. but nothing could disguise the fact that this was a mid-60s design now past ten years old.

Ambling slowly through Peterborough with the 4L20 Hams Hall to Parkeston SS is GBRf Class 66, 66755.

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

But is it really deserving of such a bum rap?

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

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

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

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

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

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

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

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

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

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

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

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

Peugeot 304 (1969-74) Engine 1288cc S4 OC Tr Production 1,178,425 (all variants)

Registration Number UUL 28 M

PEUGEOT SET

www.flickr.com/photos/45676495@N05/sets/72157623690496925...

Launched at the 1969 Paris Motor Show to fill a gap in the mid sized car market. Based heavily on the Peugeot 204 sharing the same floorpan, running gear and bodyshell but with different nose styling and larger more powerful engines.

The Coupe and Cabriolet version replaced their 204 equivalents from 1970.

Tha 2 door Cabriolet was a two seater and is probably now the most numerous of the range, still running in the UK

Many Thanks for a fan'dabi'dozi 26,989,100 views

Shot 07:07:2014 at on Cars in the Park, Beacon Park, Lichfield REF 102-1048

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

See more car pics on my facebook page!

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.

- - -

(Wikipedia)

Humber Sceptre 1 (1963-65) Engine *1592cc S4 OHV

Production 17,011

Registration Number XMD 173 A (London NE)

HUMBER SET

www.flickr.com/photos/45676495@N05/sets/72157623665287863...

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

Several units of Class 483 have been withdrawn over the years - 483 001 and 483 005 being the first in the mid-1990's with 483 002 following some 10 years later. The two former units were cannibalised and scrapped but 483 002 has been retained and is still stored at Ryde Works, being occasionally shunted around by one of the remaining working units. It has had a repaint into the LT red livery but has never received the cream window outlines, still retaining the blue of the previous dinosaur livery as can be seen here. It has presumably been retained as spare bodyshells should any of the other units be damaged beyond repair but is unlikely to ever see service again. When South Western Railway took over the franchise in August 2017 it did receive a clean up and is seen here looking slightly better in October 2017.

What is quite easily visible here is the modification made to the lower roof line when the units were refurbished by Network Southeast before they were sent to the Island. One of the worst areas of rust found when the units were acquired from London Underground was on the gutter line between the lower roof and windows. The opportunity was taken to extend the roofs to remove this rust trap by welding a small extra amount onto the roof and gutter line. Probably due to the different metal used, this can be quite visible on some of the units - indeed at least one unit (007) has been seen with the area being rubbed down and repainted in the depot yard presumably part of routine maintenance.

G-Modell

Estimated : CHF 130.000 - 180.000

Sold for CHF 143.750 - € 130.955

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

Porsche's first take on an open-top 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. 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 comfortably outsold 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 in 1989, the name previously having been applied to that most stylish of the many Type 356 variants. The idea of a new Speedster had first crystallised in 1983 with the development of an ultimately stillborn prototype. Porsche's president, the German-American Peter Schutz, revived the project in 1986, knowing that such a model would have great appeal in the United States market. A prototype based in the 911SC was shown at the Frankfurt Motor Show in 1987, but by the time the production Speedster arrived, the 911SC had been superseded by the Carrera '3.2'.

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 brilliant original design of 1963. The latter had been 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, the latter a simplified affair described by the factory as for 'temporary' use.

From 1984 Porsche had 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 during 1989 only, a mere 2,104 cars being completed. Of this Turbo Look version featuring the original front and rear spoilers, only 69 were built.

This gorgeous Turbo Look Speedster was supplied with catalyst new to Switzerland and has had only one owner. Finished in Indian Red with black interior, this manual transmission model has covered only 89,100 kilometres from new has only been used in summer in beautiful weather conditions. This Speedster is absolutely accident-free and in very good original condition in every respect. The car is offered with its service booklet, Swiss Fahrzeugausweis, technical inspection, and a functional inspection checklist dated 21st August 2019 stating that it was found to be completely satisfactory.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Departing Lichfield Trent Valley with the 1A76 Manchester Piccadilly to London Euston is Virgin Trains Class 390, 390119.

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

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

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

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

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

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

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

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

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

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

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

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

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

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