View allAll Photos Tagged Bodyshell
Austin Maxi 1500 (1969-81) Engine 1485cc S4 OC Production 450,000
Registration Number VVO 470 G (Nottinghamshire)
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. Designed by Sir Alec Issigonis under the project number ADO 14, it was both the last car designed by Issigonis and the first car to be launched by British Leyland. Originally the launch name was planned as Austin 1500 but British Leyland chairman Lord Stokes settled on the Maxi name in homage to the Mini of 10 years earlier. All cars were produced at the Cowley plant. Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.
Power came from a 1,485 cc (90.6 cu in), E-Series petrol engine, with 1750 and twin-carburettor 1750 HL models, added to the range in 1971,
The Maxi featured a spacious interior, comfortable passenger accommodation, competitive prices and reasonable running costs, though let down by dated styling that had the car a scaled down version of the 1800 due BLs cost cutting that had the Maxi sharing its doors with the older designed land crab.
Diolch am 97,128,814 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 97,128,814 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-018
Ford Thames 300E Utility Coupe (1954-61) Engine 1172cc S4 SV
Registration Number HSL 750
Ford UK/EUROPE SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
A coupé utility is a vehicle with a passenger compartment at the front and an integrated cargo tray at the rear, with the front of the cargo bed doubling as the rear of the passenger compartment. It was the result of a 1932 letter from the wife of a farmer in Victoria, Australia, to Ford Australia asking for a vehicle to go to Church in on a Sunday and which can carry our pigs to market on Mondays. In response, Ford designer Lew Bandt developed a vehicle to meet the client's request. The body style originated in Australia Bandt used the passenger compartment and roof from the Ford V8 five-window coupe and extended the rear section using a single fixed side panel on each side, with a hinged tailgate at the rear to create the load carrying compartment. General Motors-Holden released Bedford and Chevrolet coupe utilities in September 1934, and after that the Ute became a staple vehicle in rural Australia.
Based on the Ford 100E cars the 300E was introduced in 1954 and it shared a bodyshell with the station wagon. Powered by a Ford 1172cc engine.
Initially produced only as a 5cwt (250kg) carrying capacity, the range was later expanded with the introduction of the 7cwt (350kg) Standard and Deluxe variants. Total production 196,885 = 139,267 5cwt, 10,056 7cwt Standard and 47,562 7cwt Deluxe
Diolch am 98,615,741 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 98,615,741 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-155
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This has been at least six years in the making! There’s a photo from about 2021 showing this mid-progress, and due to it being a complete pain to do, riddled with problems and extremely low priority it spent long periods of time just sat around not being worked on.
However in the time since I completed the DOE, I haven’t had any other models in that “almost complete” phase as all my other projects are around the beginning/middle. This left a perfect window for me to overcome the final barriers in getting this into its finished state.
So, err, what is it? It is, in fact, a Wright Pathfinder ‘320’ bodied Scania N113CRL (I don’t know what the 320 signifies) new as part of the very first batch of low floor buses in London. A selection of these were acquired in early 2010 by Dunn Motor Traction, trading as YourBus, to launch a competitive route in Nottingham against the established Nottingham City Transport.
The whole saga of Yourbus I’ll leave for another photo as on this one I’m going to focus on the intricacies of the N113 Pathfinder and the protracted construction of its model. The reason I’ve made this in the first place is because Yourbus just so happened to begin competing on my local route (the 36) and I distinctly remember them from their launch day and being free to ride. The fully branded livery with orange front was extremely short lived and I wanted a model to depict it as I experienced it on the first day.
It’s first worth noting the Scania N113 is a transverse engined chassis usually meant for double deckers. It has a short rear overhang which to replicate, necessitated chopping the rear end off an EFE Wright Renown and shortening it. I have a clear memory of battling my way through it with a junior hacksaw sometime around late 2019/early 2020.
Back then I wasn’t so good at doing models and made a complete hash of shortening the rear – IIRC the left and right sides of the bodyshell broke apart from each other. I did intend to make one of the cuts align with where the rear met the roof, but for whatever reason I then didn’t do that. The stupidest thing I did was use superglue somewhere in my attempts to put it all back together and completely ruin the glazing units.
By that point the window glazing had become the most structurally important part keeping the rear end together so I was just going to have to live with it. To this day I’m not entirely sure what exactly is keeping the back on among all the Milliput and glue and strips of plastic and stuff I bunged it up with 6 years ago. It’s had so many coats of paint over time attempting to replicate the YourBus plum colour that the paint probably also counts as stress bearing.
The front end was done several years after the back, including the unusual single leaf front door that these bodies had. Funnily enough the door, windscreen and cab being free of glue vapour damage makes it look like its working on a cold, damp evening with all the passenger windows fogged and only the demisters keeping the front clear. The only issue is, the first day when they ran free was not cold and damp!
Another benefit of the misted up windows is that it hides the fact that in 2020 I was not bothered about adding interior detail, which is something I would have added had I fully built it within the past couple of years. Plus you can’t see whatever mess I made of trying to fit the interior into the bunged up, shortened rear end. So possibly it has been a blessing in disguise.
The final obstacle was getting all the branding made up, and then printed in such a way that most of the tiny text was at least somewhat legible, and the printed colours matched close enough to the painted colours. That one thing I put off for many months because I knew it’d require a lot of effort doing test prints and adjustments – not to mention my printer is extremely fickle and will not print to a consistent quality from one day to the next!
So here’s RDZ 1714, YourBus 3105, based off how it appeared on 19.2.10 when the new route was free to ride. I don’t think I’ve ever done a model based off a specific DAY before!
East Midlands Railways 156917 approaches Ancaster station with 2S17, 12:45 Nottingham – Skegness, 5th August 2020.
Unit History
Built by Metro-Cammell at Washwood Heath in 1988 the Class 156 is based on the Mark III bodyshell and is powered by 6-cylinder Cummins NT855-R5 diesel engine through Voith automatic transmissions. I first saw 156917 (156417) on the 20th May 1988 at Birmingham, thirty two years ago.
'59 Mercury Colony Park
The Mercury Colony Park is a full-size station wagon that was marketed by the Mercury division of Ford Motor Company between 1957 and 1991. Distinguished by its simulated wood-grain paneling, the Colony Park was marketed as either the premium-trim or the sole full-size station wagon offering of the division. Following the demise of Edsel, full-size Mercury and Ford vehicles adopted similar bodyshells, with the Colony Park becoming the counterpart of the Ford Country Squire until their discontinuation. (Wikipedia)
FR – 28 mars 2007 09h08 – Tilloy-et-Bellay (Marne) – Km 166 LGV Est-Européenne
La motrice intermédiaire TGV P 150 R4
Au départ, cette caisse était conçue comme une voiture-bar pour TGV Duplex Dasye – Euroduplex. Sur la photo, elle est devenue une motrice de technologie AGV (Automotrice à Grande Vitesse), à motorisation répartie. En 2007, c’était une nouvelle technologie Alstom, encore en cours de mise au point. Son installation sur la rame V150 a été de nature expérimentale, c’était une banc d’essai roulant, un prototype à usage unique.
Les équipements électriques standard sous le compartiment bar ont été remplacés par une chaîne de traction type AGV (et un convertisseur statique pour la climatisation de la rame). Les bogies comportent chacun deux moteurs synchrones à aimants permanents de 800 KW de puissance nominale pour 25 KV à la caténaire, soit 3200 KW / 4350 chevaux. Le bar a été remplacé par une régie vidéo-télévision et un studio d’enregistrement.
A l’arrivée, c’est-à-dire au moment où la vitesse atteignait 574 km/h le 3 avril 2007, c’était une puissante motrice qui apportait environ 3800 KW / 5200 chevaux de puissance mécanique, c’est-à-dire 18,2% de la puissance nécessaire pour atteindre le record.
Et après le record, lorsque la V150 a été démantelée pour remettre ses différentes parties au type standard et les réintégrer à des rames TGV commerciales, cette remorque motorisée n’a pas trouvé de réemploi. Elle est retournée chez Alstom à Aytré.
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EN – 28 March 2007 09:08 – Tilloy-et-Bellay (Marne) – Km 166 East-European HSL
The intermediate power car – TGV P150 R4
Originally, this bodyshell had been designed as a bar car for the TGV Duplex Dasye / Euroduplex fleet. In this photograph, it has been transformed into a powered vehicle incorporating AGV (Automotrice à Grande Vitesse) technology, with distributed traction. In 2007, this was a new Alstom development still undergoing refinement. Its installation within the V150 trainset was therefore experimental in nature, a rolling testbed, effectively a one-off prototype.
The standard electrical equipment beneath the former bar compartment was replaced by an AGV-type traction chain, along with a static converter supplying the train’s air-conditioning. Each bogie was fitted with two permanent-magnet synchronous motors rated at 800 kW under 25 kV overhead supply, giving a total of 3,200 kW (4,350 hp). The bar area itself was converted into a television control room and recording studio.
By the time of the record run on 3 April 2007, when the train reached 574 km/h (356.7 mph), this vehicle had become a fully fledged power car, contributing around 3,800 kW (5,200 hp) of mechanical output, equivalent to 18.2% of the total power required to achieve the record.
Following the record, when the V150 trainset was dismantled and its various components returned to standard configuration for reintegration into commercial TGV sets, this powered intermediate vehicle found no further operational use. It was returned to Alstom Aytré.
© Jean-Marc Frybourg – 070328-0276
Merci de ne pas partager ni publier ailleurs sans l’autorisation de l’auteur. Tous droits réservés.
Please do not share or post elsewhere without permission from the photographer. All rights reserved.
Playing with daughter's boyfriend's new daily driver, and an opportuniy to compare and contrast between what are generally referred to as Mk1 and Mk4 models (or Mk1 and Mk2 facelift, if one ignores an update as a new mark). Whatever, just six years separates these first and last examples of the LS400 series, with two different models/updates between them.
Despite looking quite similar at first glance, the later car has a more hefty, solid shape than the lower, leaner original model. The bodyshells are completely different.
Very interesting to be able to drive them back-to-back. Mine had a slightly softer, smoother feel but was slower, with around 250 vs 290BHP, no VVTi and two ratios less in the transmission. It would probably be less economcal too, I doubt mine does much better than low-mid 20s whereas he gets almost 30mpg on a run out of the later car.
Ultimate Cup Series
Car: LEGEND CAR
Driver: GRIPPON Sébastien
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: MOREL Frédéric.
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940
Volkswagen Golf GTi 16v Mk.2 (1983-92) Engine 1781cc S4 inj 8v 110bhp Production 6,000,000 (all Golf Mk.2's)
Registration NumberYXU 763 (Cherished Number)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show, and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style. During the life of the Golf MK2, there were a number of external style revisions.
Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called Big Bumpers, which were introduced in the European market with an August 1989 facelift.
The successful hot GTi model was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a fuel-injected and was later joined by the more powerful Golf GTi 16v with an output of 139 PS (137 hp) marked by discreet red and black 16v badges front and rear.
Diolch am 97,684,171 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 97,684,171 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-365
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number JIL 7221 (cherished number, first allocated for issue from County Fernanagh)
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Diolch yn fawr am 73,301,101 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 73,301,101 amazing views, enjoy and stay safe
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-345
Austin Allegro 1300 Mk2 (1975-79) Engines 1275cc S4 A Series.
Registration Number VDW 737 S (Cardiff)
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623759808208
The Allegro was designed by Harris Mann as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a quartic steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs.
The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an A-Plus version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982.
Diolch am 97,734,939 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 97,734,939 amazing views, every one is greatly appreciated.
Shot 10.09.2022, at Statfold Barn Railway, near Tamworth, Staffordshire REF 164-020
Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082
Registration Number ARB 569 A (Derbyshire)
WOLSELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623738922097...
The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.
Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.
The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The MarkII version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.
Diolch yn fawr am 72,843,226 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 72,843,226 amazing views, enjoy and stay safe
Shot 05.05.2019 at Catton Park Classic Car Show Ref 141-198
Austin Allegro 1100 DL Mk2 (1976-80) Engines 1098cc. S4 Tr.
Registration Number OTC 910 R (Bristol
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623759808208
The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Harris Mann Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982.
Diolch am 97,128,814 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 97,128,814 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-020
Subaru Impreza P1 (2001) Engine 1994cc H4 Turbo
Prodrive Batch Number 0712 (of 1000)
Chassis No: JF1GM8KDGYG003031
Registration Number X 813 NGH (London South West)
SUBARU ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847020930....
The first generation Subaru Impreza production run ran from 1992 to 2000 and offered in either front-wheel drive (FWD) or all-wheel drive (AWD) versions and as a four-door sedan or five-door hatchback (Touring). The car used a shortened version of the Legacy's floor plan. Subaru chose to continue their longstanding use of the boxer engine in the Impreza, which according to Subaru, their configuration of the engine inline with the transmission minimizes body roll due to the lower centre of gravity compared with offset engines in most other vehicles, and it was the Impreza that the company decided would be their weapon of choice in the WRC (World Rally Championships .With their rally operations run from Prodrive in Banbury. There have been since been seven noted versions of the WRX dating back from Subaru's original World Rally Cross staging vehicles. WRX versions (1992 to present) feature rally inspired technology, including all wheel drive, stiffened suspensions and turbocharged four cylinder engines. The STi versions were the high performance models, homologated for rallying and are labelled as versions 1 through to 6. These come in three different body styles; sedan, Coupé (type R only) and hatchback.
The UK proved an attractive, grey import market for high performance models. To counter the grey imports of high-performance Japanese variants, Subaru UK commissioned Prodrive to produce a limited edition of 1,000 two-door cars in Sonic Blue, called the WRX P1. Released in March 2000, they were taken from the WRX Impreza STI Type R lines and used for the P1. The P1 and Australian Subaru delivered WRX Impreza STI Version 5 were the only coupe versions of the WRX STI GC chassis to receive ABS. In order to allow for ABS, the DCCD was dropped. Engine output was boosted to 276 bhp and the suspension optimised for British roads. Options were available from Subaru consisting of four-piston front brake calipers, electric Recaro seats, 18-inch wheels and a P1 stamped backbox. Aerodynamically honed by Peter Stevens and based around a lighter / stiffer two-door bodyshell, the limited edition P1 had more in common with the legendary 22B than its lesser four-door Subaru Impreza WRX siblings.
Prodrive Batch Number 0712 (of 1000)
Chassis No: JF1GM8KDGYG003031
This car was by The Concours Motor Co Ltd of Haslemere to Oliver Chadwick on February 2nd, 2001,
This car was offered for sale at the H and H Buxton Pavilion Gardens sale of 10th April 2022, selling for £ 54,000 including buyers premium
Diolch am 93,605,871 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 93,605,871 amazing views, every one is greatly appreciated.
Shot 27.04.2022 at the H+H Auction, Pavilion Gardens, Buxton 159c-070
The Cadillac Eldorado is a luxury car manufactured and marketed by the Cadillac Motor Car Division of General Motors from 1952 until 2002, over twelve generations.
The Eldorado was at or near the top of the Cadillac product line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells[1] and were the most expensive models offered by Cadillac during those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966.[2][3] Beginning in 1967, the Eldorado retained its premium position in the Cadillac price structure, but was manufactured in high volumes on a unique, two-door personal luxury car platform.[1][4]
The Eldorado carried the Fleetwood designation from 1965 through 1972, and was seen as a modern revival of the pre-war Cadillac V-12 and Cadillac V-16 roadsters and convertibles.
Name
The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one"—and also refers to El Dorado, the mythical Colombian "Lost City of Gold" that fascinated Spanish explorers.[5]
Chosen in an internal competition for a 1952 concept vehicle celebrating Cadillac's golden anniversary, the name Eldorado was[6] subsequently adopted for a limited-edition convertible for model year 1953.
Cadillac began using the nameplates "Eldorado Seville", after the city in southern Spain, and "Eldorado Biarritz" after the luxury seaside resort in southern France, to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The "Seville" name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning in 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1976 until 1991.
1959
Along with the rest of the General Motors divisions, the bulky, originally proposed 1959 styling was abandoned in favor of a significantly lower, longer and wider theme as an overdue response to Virgil Exner's striking redesign of the 1957 Chrysler products. The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels.
For 1959, the Series 62 became the Series 6200. De Villes and two-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the four-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 130 in (3,302 mm) wheelbase. New mechanical items were a "scientifically engineered" drainage system and new shock absorbers.[28] All Eldorados were characterized by a three-deck, jeweled, rear grille insert that replicated the texture of the front grille; this front/rear grille treatment was shared with the Fleetwood Sixty Special and would continue through 1966 with textures being revised each year. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp (257 kW) from the 390 cu in (6.4 L) engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames.[29] The Eldorado Brougham also came with air conditioning, automatic headlight dimmer, and cruise control standard over the Seville and Biarritz trim lines.[29]
1960
1960 Cadillacs resemble 1959 Cadillacs, but with much lower tailfins and smoother, more restrained styling.
General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins minus the twin bullet taillamps, oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado block lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tires. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Chambray cloth and leather combinations. The last Eldorado Seville was built in 1960.
The 1960 Cadillac Eldorado Biarritz 6467E is featured as Maurice Minnifield's vehicle in the 1990s television series Northern Exposure....Wikipedia
See more car pics on my facebook page!
The Jensen Interceptor was a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.
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(Wikipedia)
7th November 1987
A forgotten piece of interest taken 36 years ago to the day of upload.
73116 sits in Clapham Junction Yard amongst interesting company.
Just left of centre next to the shed is 4002, the second of the two 4-PEP prototype EMUs which led to the Class 313 and subsequent types of that bodyshell design. The unit was here for some years. Further to the left is ADS70155 inspection saloon, understood to be a Maunsell design coach for the Hastings Line loading gauge. Also curiously on the extreme left appears to be a Mk1 sleeper.
Manufacturer: Zagato Milano s.r.l., Rho, Italy / for Lancia Automobiles S.p.A., Turin - Italy
Type: Fulvia Sport 1.3 S Tipo 818.650/651 Series IIa
Production time: 1970 - 1973
Production outlet: 2,600 (incl. 600 Series II with Series I bodyshell)
Engine: 1298cc Lancia Tipo 818.303 SOHC V-4 13°
Power: 90 bhp / 6.000 rpm
Torque: 114 Nm / 5.000 rpm
Drivetrain: front wheels
Speed: 170 km/h
Curb weight: 944 kg
Wheelbase: 91.7 inch
Chassis: with front subframe and self-supporting steel unibody
Steering: worm & roller
Gearbox: five-speed manual / all synchromesh / floor shift
Clutch: Birfield homokinetic double joints dry disc
Carburettor: twin horizontal Solex C 35 PHH 19 2-barrel / twin Solex C35 PHH-E2 2-barrel
Fuel tank: 38 liter
Electric system: 12 Volts
Ignition system: electronic
Brakes front: hydraulic Girling calipers discs with Brake Power Regulator
Brakes rear: hydraulic Girling calipers discs with Brake Power Regulator
Suspension front: independent trapezoidal wishbones (A-arm, control arm), sway bar, transverse leaf springs + De-Carbon telescopic shock absorbers
Suspension rear: Panhard rod, sway bar, semi-ellipt leaf springs + De-Carbon telescopic shock absorbers
Rear axle: live
Differential: hypoid
Wheels: 4½ x 14
Tires: 165/65-R14
Options: 13-inch Cromodora wheels, a racing fuel filler
Special:
- The Lancia Fulvia Series (named after Fulvia Flacca Bambula, an aristocratic Roman woman and wife of Mark Antony) was designed in-house at Lancia in Milan - Italy. The technical concept is by Antonio Fessia, the model was designed by Pietro Castagnero.
- The narrow-angle (13 degrees) V-4 engine was designed by Zaccone Mina and has only a single cylinder head.
- From 1970 until 1973 there was this Fastback Coupé called Sport 1.3 S Series II, designed by Ercole Spada and assembled at Zagato Milano s.r.l., Rho, Italy. The first 600 units of Series II were still fitted with Series I bodyshells (1967-1970: 1,602 units built) with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors.
Volkswagen Golf (mk.2) Driver (1989) Engine 1595cc S4
Registration Number G 690 ORJ (Manchester)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.
The Volkswagen Golf Driver was a limited edition model with the looks of the GTi but powered by a 1.6 litre 72bhp carburettor fed engine
Diolch am 80,576,046 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 80,576,046 amazing views, every one is greatly appreciated.
Shot 30.05.2021. at Capesthorne Hall car show, Siddington Cheshire 145-160
Humber Hawk (1957-67) Engine 2267cc S4 OHV Production 15539 all series, (6813 series 1A)
Registration Number 1932 TR (Southampton)
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
The 1957 Hawk had a completely new body with unitary construction which it would go on to share with the 1958 Humber Super Snipe. This was the biggest bodyshell for a saloon/estate car built in Great Britain at the time. The 2267 cc engine was carried over, though with modifications to the distributor mounting, and other details; and an automatic transmission, the Borg Warner D.G. model, was now available. The body was styled in Rootes' own studios and featured more glass than previous models, with wrap-around front windscreen, which gave it a considerable resemblance to a 1955 Chevrolet.
There were several revisions during the car's life, each resulting in a new Series number.
The 1959 Series 1A had changed gear ratios and minor trim changes.
The Series II launched in October 1960 had disc front brakes, servo-assisted. The automatic option was no longer available on the home market.
The Series III of September 1962 had a larger fuel tank and bigger rear window. The export model automatic option was also dropped.
More significant changes came with the October 1964 Series IV. The roof was made flatter, the rear window smaller and an extra side window fitted behind the rear doors. Synchromesh was fitted to bottom gear. An anti-roll bar was fitted at the rear.
The final Series IVA of 1965 saw the automatic option re-introduced, this time being the Borg Warner Model 35.
Diolch am 75,788,866 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 75,788,866 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-454
Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082
Registration Number TTD 285 D (Lancashire)
WOLSELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623738922097...
The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.
Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.
The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The MarkII version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.
Diolch am 73,825,916 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 73,825,916 amazing views, every one is greatly appreciated.
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-505
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Class 416/2 2-EPB 5756 was the lead unit of a lengthy Waterloo to Shepperton service awaiting departure from Clapham Junction on October 20th 1979. 5756 was one of a batch of 79 x 2-Car units (5701-5779) built at Eastleigh utilising the BR Mk.I bodyshell. A batch of 15 almost identical EPB's (with a larger brake van section) were built in 1954/55 for use on the Tyneside electrified system. When the system was de-electrified in 1963, the units were renumbered 5781-5795 for use on the Southern Region.
The last of the 2-EPB's were withdrawn in 1995.
TVR Tasmin (1981-84) Engine 3272cc
Registration Number A 390 JFC (Oxford)
TVR SET
www.flickr.com/photos/45676495@N05/sets/72157623722776067...
The TVR Tasmin was designed by Oliver Winterbottom as the first of TVRs wedge shaped cars which formed the basis of its 1980's model range launched in 1980 as a 2=2 Coupe The Tasmin was the first production car in the world to have both a bonded windscreen and also to incorporate the aerial in the rear screen heater element. As with all TVRs, the running gear was located in a tubular spaceframe steel chassis which was powder coated for extra corrosion resistance. Much of the running gear was sourced from Fords of the period. The suspension and steering was sourced from the Ford Cortina, with TVR engineered trailing arms at the rear,
In 1981 a series II car appeared, incorporating various improvements or modifications to the series I. These included a front suspension redesign, returning the tie-rods to the tension mode used by Ford rather than the compression mode into which TVR had initially installed them addressing the complaints of bump steer A bodyshell restyle also altered the proportions of the car (largely by tilting the previously-vertical glass tail panel) so it appeared shorter in the nose and longer at the rear; this coincided with the launch of the convertible/drophead version
Diolch am olygfa anhygoel, 64,027,066
oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 64,027,066, views
Shot 01.01.2018 at Brooklands, Weybridge, Surrey Ref 132-288
i
Ford Cortina Mk.V (1979-82) Engine 1593cc S4 OHV
Registration Number KCA 521 Y (Chester)
FORD UK ALBUM www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.
Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.
The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.
Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).
Diolch am 91,422,462 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 91,422,462 amazing views, every one is greatly appreciated.
Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-123
During June 1988, 20025 and 20064 are captured coming off the Immingham lines and approaching Brocklesby Station. Note: 20064 has a "classic" retro green livery that is barely showing through the grime.
Class 20 20025 was one of the original batch of Class 20s built at the Robert Stephenson & Hawthorns works, Darlington, and entered service in November 1959, numbered D8025. It was renumbered to 20025 under TOPs in January 1973 but was later withdrawn for a time (from December 1982) until being reinstated in April 1983. At the time of this photo it was an Immingham engine and remained one until withdrawn in September 1991. After 3 years of storage at Frodingham (1991 to 1994), it was then moved to M.C. Metals, Springburn, Glasgow, where it was cut up during March 1995.
The rear loco is Class 20 20064, which was also built at the Robert Stephenson & Hawthorns works, Darlington. Entering service (as D8064) in June 1961, it was initially allocated to Sheffield Darnall, then moved to Tinsley in May 1964 and would remain there for over two decades. Renumbered to 20064 under TOPs in 1973, its next milestone was to be repainted (March 1987 at Tinsley) in BR classic green livery and named 'River Sheaf' after the Sheffield river. The black and silver name was located in the middle of the red sole bars but would disappear a few months later. 20064's sister Tinsley loco, 20030, was also painted the same and was named 'River Rother'. The pair went on to haul the Class 20 Locomotive Society 'Three to The Sea' Railtour (along with 20118) in May 1987.
By 1988, 20064 had been allocated to Immingham but had lost its red sole bars (painted green) and ran in the grimy condition seen here. It continued working for the next three years until withdrawn in September 1990. Officially it was scrapped in October 1991 (at M.C. Metals, Springburn, Glasgow), but the remains of its bodyshell were still visible nearly a year later among a pile of other scrapped Class 20 remains.
35mm Negative | Date: 20 June 1988 | © TJW: ROTWSI
Camera: Pentax MX | 35mm Negative
Chevrolet Impala (2nd Gen) 4 door Sports Sedan (1959-60) Engine 348 cu in (5700cc) W Series Turbo Thrust V8
Registration Number 910 UXT (London)
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
As part of a GM economy move the 1959 Chevrolet Impala was redesigned to share bodyshells with lower-end Buicks and Oldsmobiles, and Pontiacs. Using a new X-frame chassis the roof line was 3 inches lower, bodies were 2 inches wider, the wheelbase was 1-1/2 inches longer, and curb weight increased. Flattened tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide, nonfunctional front air intake scoops were added just above the grille,
he Impala became a separate series, adding a four-door hardtop and four-door sedan to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW)
The second series Impala 1959-60 now available in five different body styles two and four door hardtops, a two door convertable, a four door sedan and a two door coupe. 1959 was the only model year that the Impala appeared without the trademark six tail lights instead using large teardrop style lights .
Diolch yn fawr am 66,296,805 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 66,296,805 amazing views, enjoy and stay safe
Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-073
Smell that new paint! Having only arrived on the Isle of Wight from Eastleigh Works on July 5th 1989, and only entering service on July 13th, 483001 was still gleaming when captured on the Ryde Pier Shuttle two days later at Ryde Esplanade on July 15th. The transition from Pier to Terra Firma can be seen alongside the rear car. 001 had a slight livery variation compared to the other units delivered, the yellow front was extended right round to the cab side and down to the bottom lower edge. Subsequent units had a revised yellow panel.
483001 was the first of nine x two-car class 483's sent to the Isle of Wight between 1989-1992. A further two bodyshells (483010) also made the trip across the Solent as a 'strategic reserve' should any of the nine service units be damaged, or in anticipation of increased demand requiring another unit to be formed.
MG C GT (1967-69) Engine 2912cc S6 OHV BMC C Series Production 4457 (GT only)
Registration Number JEF 575 G (Bangor)
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 am 73,854,445 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 73,854,445 amazing views, every one is greatly appreciated.
Shot 06.05.2019 at Little Moreton Hall, Congleton Ref 141-511
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Vauxhall VX2300 FE (1976-78) Engine 2279cc S4 OC Production 25,185 (incl. VX 1800)
Registration Number OGS 235 P (Luton)
VAUXHALL ALBUM
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The FE Series launched as the last of the Victors in 1972 despite appearances the car remained the same width as its predecessor and largely on account of its bumpers just two inches longer. Though the new design increased cabin space with extra front legroom and 4 inches more for rear passengers. The new Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering rather than the Opel Reckords 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. Perhaps the most notable difference was in the rear doors Opel door incorporated rear quarter lights and windows that wound fully down into the door whereas Vauxhall's designers preferred the cleaner uncluttered look arising from their elimination of rear quarter lights. The Vauxhall rear windows only wound down around a third of their distance before being baulked on the rear wheel arch, but this was muted as a safety feature complemented by he fitting of child-proof locks
The VX Series came about in 1976 in an effort to move the FE upmarket, its previous competitive pricing was now causing an imbalance in pricing with the new and smaller Cavalier introduced at a higher price. To try to move the Victor upmarket, Vauxhall upgraded the trim level of the basic Victor 1800 cc to match that of the 2300 cc version, with improvements that included fabric seat trim, a new instrumentation, refreshed interiors. The 1800 engine was boosted to 88bhp. To draw attention to the changes Vauxhall also dropped the Victor and VX 4/90 model names and the range was renamed the Vauxhall VX in January 1976. The VX2300 was powered by a 108bhp 2279 cc four-cylinder engine. In 1977 an more sporty and upmarket version of the VX2300 known as the VX2300 GLS appeared with engine output boosted to 116bhp courtesy of twin carburettors the car also received a five speed close-ratio Getrag gearbox with dog-leg first gear and was distinguished by with twin halogen headlights and supplementary front fog-lights fitted beneath the front bumper, fashionably blackened side window frames and extra sound deadening
Diolch am 95,351,213 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 95,351,203 amazing views, every one is greatly appreciated.
Shot 03.07.2022, at Cars in the Park, Beacon Park Lichfield Staffordshire REF 161-203
Brand new 88002, delivered from Spain just a few weeks earlier, stands at the helm of the inaugural passenger working by a Class 88, a Northern Belle charter service to Carlisle.
Based on the same bodyshell as the diesel Class 68, this is an electric version, but also fitted with a small 'last mile diesel engine'
Morris Six MS (1948-53) Engine 2215cc S6 S6 OHC
Production 12,400
Registration Number FES 331(Re-registered on an age related number, first allocated to Perthshire)
MORRIS SET
www.flickr.com/photos/45676495@N05/sets/72157623690377489...
The Morris Six MS was a six-cylinder midsize car made from 1948 to 1953. It was the company's first post war six-cylinder car. At launch the car was priced at £671 on the UK market.
The car was very similar to the 1948 Issigonis designed Morris Oxford series MO sharing the same bodyshell from the windscreen backwards. The bonnet was lengthened to take the overhead camshaft, single SU carburettor, 2215 cc six-cylinder engine which produced 70 bhp.
The whole car was longer than the Oxford with a wheelbase of 110 inches Suspension was independent at the front using torsion bars and at the rear there was a conventional live axle and semi elliptic springs. The steering was not by the rack and pinion fitted to the Oxford but used a lower geared Bishop Cam system. The 10 inches (250 mm) drum brakes were hydraulically operated using a Lockheed system.
The design was shared with Nuffield Organisation stable-mate Wolseley as the 6/80
Diolch am 77,430,845 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 77,430,845 amazing views, every one is greatly appreciated.
Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-999
1987 Austin Metro 1.3 L 3-door.
Last MoT test expired in August 2012.
With a bare Metro bodyshell sitting in front of it.
Audi 80 (F103) (1965-72) Engine 1696cc Mercedes M118 S4
Production 416,853 (386,361 Saloons, 27,492 Estates)
Registration Number RAL 837 F (Nottinghamshire)
AUDI ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623635550501...
F103 is the internal designation for a series of car models produced by Auto Union in West Germany from 1965 to 1972, derived from the earlier DKW F102. To signify the change from a two-stroke to four-stroke engine, the DKW marque was dropped in favour of Audi, a name that had been dormant since before the Second World War
The first model was launched simply as the Audi, later being renamed the Audi 72 (72 being the nominal power output of the engine in PS), followed in 1966 by the more powerful Audi 80 and Audi Super 90 sports saloons (with 80 and 90 PS with the range supplemented in 1968 with the less powerful Audi 60.
The F103 bodyshell was a development of the earlier DKW F102. The engine compartment had to be extended so that the new four-cylinder engine could be accommodated. The front and tail were also cosmetically revised: Audi F103s sold in Europe all featured quasi-rectangular headlamps and were available as two and four door Saloons or two door Variants. (Estate) The two door Saloon was however not available in markets such as Italy and Britain
Diolch am 92,379,443 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,379,443 amazing views, every one is greatly appreciated.
Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-052
The Maserati Merak (Tipo AM122) is a mid-engined 2+2 sports car produced by Maserati between 1972 and 1983.
The Merak was closely related to the Maserati Bora, sharing part of its structure and body panels, but was powered by a 3.0 L V6 in place of the latter's 4.7 L V8. The extra cabin space gained by fitting a smaller and compact powertrain was used to carve out a second row of seats - suitable for children or very small adults - making the Merak not just a less expensive alternative to the Bora but also a 2+2.
The Maserati Merak was introduced at the 1972 Paris Auto Show, over a year after the Bora. The Merak and the Bora share the front part of bodyshell up to the doors. The front ends are differenced mainly by the use of dual chrome bumpers in place of twin trapezoidal grilles, but the similarities end at the B-pillar. Giorgetto Giugiaro at Italdesign was commissioned the transformation of his last work the Bora into the Merak. Unlike its bigger sister the Merak doesn't have a true, fully glassed fastback, but rather a cabin ending abruptly with a vertical rear window and a flat, horizontal engine bonnet pierced by four series of ventilation slats. Giugiaro completed the vehicle's silhouette by adding open flying buttresses, visually extending the roofline to the tail. The main competitors of the Merak were the similarly Italian, mid-engined, 3-litre and 2+2 Dino 308 GT4 and Lamborghini Urraco P250. However unlike its transverse V8-engined rivals the Merak used a more compact V6, that could therefore be mounted longitudinally.
Having been designed during the Citroën ownership of Maserati (1968–1975) certain Citroën hydropneumatic systems were used in the Merak, as for the Bora. In specific the braking system and the clutch were both hydraulically assisted and operated, and the pop-up headlights hydraulically actuated. After 1976, when the French manufacturer gave up control of Maserati, the Citroën-derived parts were gradually replaced by more conventional systems. In 1977 Alejandro de Tomaso purchased Maserati and the Bora was discontinued after a production run of less than 600 cars, while the Merak remained on sale for six more years.
Earlier in the day I had seen this consist arrive in Dunsmuir from the south. Sadly the condition of the locos was quite typical of SP in its later days.
The radiator grid in the lower bodyshell at the back denotes a "tunnel motor", equipped for extra ventilation to the engine beneficial whilst working in tunnels.
The locos are 8282, 8321 and 8261, all SD40T-2's.
Austin Healey Sebring Sprite Fastback (Replica) (1961) Engine 1330cc S4
Registration Number 5116 HN (Darlington)
SEBRING SPRITE ALLBUM
www.flickr.com/photos/45676495@N05/albums/72157717442276998/
AUSTIN HEALEY SET
www.flickr.com/photos/45676495@N05/sets/72157623759812996...
The Sprite was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, two days after that year's Monaco Grand Prix. It was intended to be a low-cost model that a chap could keep in his bike shed, yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine
Powered by a BMC A series in line four giving 43 bhp similar to the engine from the Morris Minor or Austin A35 but with twin SU Carburettors Designed by Donald Healey and originally intended to have retractable head lights but was abandoned in favour of the fixed frogeye look on a cost basis.
The Sprite was to prove the basis of numerous, lightweight sporting cars, not least John Sprinzel's Sebring Sprite Coupés, of which only about 6 examples were produced by his London tuning business, and which were raced and rallied by him and other enthusiasts, in the 1960's. The alloy coupé tops and fibreglass Sebring bonnets were built by Williams & Pritchard. Two of the cars took part in the 1961 Sebring 4 hours race in the hands of Stirling and Pat Moss. There were other similar examples, including a fastback version produced (more cheaply) by Peel Coachworks, This car 5116 HN was created from a 1961 Sprite, in 2010by Ian Ashfield's Fastback Coupe. Finished in metallic Arctic Blue, it has a Peter May 1,330cc balanced and modified engine with a Weber carburettor. The car was built-up using a new Wheeler and Davies bodyshell and a lot of second parts. It uses a Jack Knight close ratio, straight cut gearbox, has a Panhard rod fitted at the rear, and sports a three-mouth Monza bonnet.
For more information on all things Sebring Sprite please refer to the excellent web site researched and created by Martin Ingall
www.sebringsprite.com/5116hn.html
Diolch am 98,463,824 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 98,463,824 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-070
A sight once familiar to anyone who visited Reddish depot in the late 1970s or early 1980s was the grounded bodyshell of former Class 76 (EM1) 76056 close to the entrance gate, as it was on 29th June 1980. Originally named 'Triton' and claiming fame as having hauled the last westbound timetabled passenger train over the Woodhead line between Sheffield and Manchester, it had latterly sustained accident damage and was withdrawn from service on 25th June 1978. Its bogies removed, it was 'grounded' by November 1978, and was eventually cut up on site by contractor C.F. Booth in February 1983. The grounded bodyshell of sister loco 76043 was positioned to the right of this entrance road.
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
Austin Maxi 1500 (1969-81) Engine 1485cc S4 OC Production 450,000
Registration Number RMF 414 L (Greater London)
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. Designed by Sir Alec Issigonis under the project number ADO 14, it was both the last car designed by Issigonis and the first car to be launched by British Leyland. Originally the launch name was planned as Austin 1500 but British Leyland chairman Lord Stokes settled on the Maxi name in homage to the Mini of 10 years earlier. All cars were produced at the Cowley plant. Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.
Power came from a 1,485 cc (90.6 cu in), E-Series petrol engine, with 1750 and twin-carburettor 1750 HL models, added to the range in 1971,
The Maxi featured a spacious interior, comfortable passenger accommodation, competitive prices and reasonable running costs, though let down by dated styling that had the car a scaled down version of the 1800 due BLs cost cutting that had the Maxi sharing its doors with the older designed land crab.
Diolch am 97,128,814 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 97,128,814 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-019
Seen near (but not in) Palermo, I think this was in a small town called Bagheria.
Curiously SEAT developed the 4 door 127 before Fiat, and the latter supplied 128s to the former for bodyshells to market the (quite rare) first generation 4 door 127 in Italy.
A flashback two decades to this scene from Ebury Bridge at London Victoria on 19th May 2004, when the Network South East livery was still evident and work on repurposing the former Battersea Power station had commenced in earnest. 'Networker' Class 465/1 465187, built by BREL/ABB in 1994, runs neck and neck with Class 456 456012 forming an East Croydon via Norbury to London Victoria service. Based on the BR Mark 3 bodyshell, the small class of twenty-four 2-car Class 456 units were built by BREL York between 1990-1991. It was the last Southern EMU design to employ English Electric 507 traction motors, remarkably some of which had been salvaged from old 4-SUB units withdrawn in the 1980s. Before eventual migration to other routes, they provided operational flexibility on the Central Division's suburban services during their earlier years of operation, especially during peak periods. After an unremarkable career of almost three decades the last units were taken out of service on 16th January 2022.
A medium format Provia 100F transparency scan taken with a Mamiya 645.
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
Ford Escort Mk.II RS1800 (1975-80) Engine 1840cc Cosworth BDE S4
Production 631,828 all models. (in the UK - over 2 million worldwide)
Registration Number UCP 382 R (Huddersfield)
FORD of BRITAIN SET
www.flickr.com/photos/45676495@N05/albums/72157623665118181/
The Escort Mk.II was launched in 1975, redesigned with a more square shaped body on the existing Escort underside and running gear. Built in Britain at Halewood and a number of other countries. Unlike the first Escort (which was developed by Ford of Britain), the second generation was developed jointly between the UK and Ford of Germany. Codenamed "Brenda" during its development, The car used a revised underbody, which had been introduced as a running change during the last six months production of the Mark I. Rear suspension still sat on leaf springs
The "L" and "GL" models (2-door, 4-door, estate) were in the mainstream private sector, the "Sport", "RS Mexico", and "RS2000" in the performance market, the "Ghia" (2-door, 4-door) for a hitherto untapped small car luxury market, and "base / Popular" models for the bottom end.
A cosmetic update was given in 1978 with L models gaining the square headlights (previously exclusive to the GL and Ghia variants) and there was an upgrade in interior and exterior specification for some models. Underneath a wider front track was given.
In 1979 and 1980 three special edition Escorts were launched: the Linnet, Harrier and Goldcrest.
As with its predecessor, the Mark II had a successful rallying career. All models of the Mark I were carried over to the Mark II, though the Mexico gained the RS badge and had its engine changed to a 1.6 L (1,593 cc) OHC Pinto instead of the OHV. A "Sport" model was also produced using the 1.6 L Crossflow. A new model was released, the RS1800, which had a naturally aspirated 1,833 cc. The works rally cars were highly specialised machines. Bodyshells were heavily strengthened and characterised by the wide wheel arch extensions, and fitment of four large spotlights for night stages. The Mark II Escort continued its predecessor's run on the RAC Rally, winning every year from 1975 to 1979 and racing in a variety of other events around the world.
Diolch am 95,535,109 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 95,535,109 amazing views, every one is greatly appreciated.
Shot 10.07.2022, at Walsall Classic Car Show, Walsall Arboretum, Walsall REF 161-265
Ex London Underground D78 Stock now masquerading as class 230 is seen crossing Hawarden Bridge over the River Dee near Shotton with a test working from Birkenhead to Wrexham before they enter full service for Transport for Wales. The Class 230 D-Train is a diesel-electric multiple unit or battery EMU built by rolling stock manufacturer Vivarail for the British rail network. The units are converted from old London Underground D78 Stock, originally manufactured in 1980 by Metro-Cammell. The conversion re-uses the D78's aluminium bodyshells and have new interiors.
Northern 150204 has just got the road into the Down side “carriage sidings (CS)” having worked empty stock from Newton Heath, 30th January 2018.
Unit History
150204 is one of the final batch of eighty five class 150 two-car units which were built at York in 1986/87 and are now over thirty years old. They had different interiors and front end gangways to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150204 was initially allocated to Newton Heath and was disbanded in the early 1990’s and the two vehicles used as “centre” vehicles to form three car 150/0 units (150012 and 150014) for Birmingham area suburban duties. These three car units were disbanded in 2012 and 150204 reformed and transferred to Newton Heath. I first came across 150204 on the 19th December 1988 at Derby.
With its duties over for the day, Mobile Track Assessment two-car Class 150 Sprinter DB999601 & DB999600 was stabled for the night in Dock Street Sidings at Preston on September 9th 1990. The unit was built at BREL York using the Class 150/1 series bodyshell in 1987. It has since been painted in Network Rail yellow livery and given the set number 950001.
Ford Cortina Mk.V (1979-82) Engine 2294cc Cologne V6
Registration Number DGJ 696 X (London SW)
FORD UK SET www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.
Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.
The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.
Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).
Many thanks for a Marmalising
51,245,743 views
Shot 01.05.2016 Shot at Catton Hall, nr. Weston on Trent Derbs. REF 116-064
Armstrong Siddeley Sapphire 236 (1956-58) Engine 2309 S6 OHV 85bhp
Production 693 (plus 803 234s)
Registration Number 171 APK (Surrey)
ARMSTRONG SIDDELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623635543067...
The Armstrong Siddeley Sapphire is a large executive car produced from 1952 to 1960.
The Sapphire 234 and 236, are identical looking cars introduced in 1955, the 234 with a four cylinder 2290cc engine being slightly the more numerous with 803 examples produced to 1958. The 236 is powered by a 2309cc straight six engine, produced until 1957 with a total of 603 cars built.
The four cylinder 234 and the six cylinder 236 were introduced in 1955,, as executive Sports Saloons sharing the same bodyshell. The 236 has the old Whitley long stroke six cylinder engine. A conventional manual gearbox was available but many were fitted with a Lockheed Manumatic clutchless transmission. Overdrive was an option on either transmission This car with an 85 mph maximum was intended to be a quiet, flexible, easy-to-drive saloon and quite a rarity with only 603 produced
Diolch am 92,323,964 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,323,964 amazing views, every one is greatly appreciated.
Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-034
Mini 850 Mk.III (1969-76) Engine 848cc S4 Tr OHV
Registration Number JMA 493 J (Cheshire)
MINI (BL) ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623797597842...
The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows—although some Australian-manufactured Mark I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from Hydrolastic to rubber cones
Production at the Cowley plant was ended in 1969, and the simple name Mini completely replaced the separate Austin and Morris brands. In April 1974, a heater became standard equipment on the entry-level Mini 850, as well, having by then already been included in the standard specification of the other models for some time
Diolch am 93,295,886 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 93,295,886 amazing views, every one is greatly appreciated.
Shot 24.04.2022 at the Sandbach Festival of Transport 159-077
Jensen Interceptor III (1971-73) Engine *440cu (7212cc) (this car is powered by a Chrysler 6276cc engine of the Interceptor II)
Production 3419
Registration Number PUA 216 L (Leeds)
JENSEN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Diolch yn fawr am 73,301,101 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 73,301,101 amazing views, enjoy and stay safe
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-344