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
1S93 London Kings Cross to Edinburgh Waverly. Class 803 AT300 is a new type of electric multiple unit passenger train built by Japanese rolling stock manufacturer Hitachi at their Newton Aycliffe factory in County Durham, based upon the Hitachi A-train design. While sharing a bodyshell with the previous UK A-train variants, the Class 803 differs in that it has no auxiliary diesel engines fitted. Batteries are fitted to power the onboard facilities in case of overhead line equipment failure.
37800 with 317886 & 317884 in tow rumbles over the East Junction on the approach to Water Orton running as 5Q68 Ely Papworth Sidings to Kingsbury E.M.R. he units were part of the first batch of 317/1 units constructed between 1981 & 82 utilising the Mk3 bodyshell, a move away from the successful PEP design of earlier classes of the 72 built 60 have now been despatched to the scrapman.
Parallel parking nightmare big time !!!!
The Cadillac Eldorado is a luxury car manufactured and marketed by Cadillac from 1952 until 2002 over twelve generations.
The Eldorado was at or near the top of the Cadillac line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells[1] and were the most expensive models that Cadillac offered those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966.[2][3] Starting 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.
The Eldorado carried the Fleetwood designation from 1965 through 1972, and was a modern revival of the pre-war Cadillac V-12 and Cadillac V-16 roadsters and convertibles.
an undated shot from the 1985-90 period of the Leyland National Rail bus taken from a passing IC125 leaving Derby. It was the only time I ever had chance to get a shot of this unique vehicle. Which consisted of a double ended Leyland National bodyshell mounted on a basic 4 wheel freight wagon chassis the Leyland power unit was then placed under the frame and you have a smart price rail bus, only one real problem it did not like tight curves which are of course a feature of most rural branch lines
Lancia Fulvia Rallye Coupe Series 1 (1965-70) Engine 1298cc V4 )HV
Production 139,797 (Coupe all Series)
Registration Number PFJ 850 G (Exeter)
LANCIA SET
www.flickr.com/photos/45676495@N05/sets/72157623795824232...
The Lancia Fulvia (Tipo 818) is a car produced by Lancia between 1963 and 1976. Named after Via Fulvia, the Roman road leading from Tortona to Turin, it was introduced at the Geneva Motor Show in 1963 and manufactured in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan
The Berlina and Coupe were designed byPiero Castagnero at Centro Stile Lancia. The Coupe it was introduced in 1965 as a compact two-door, three-box coupé. Built on a wheelbase of 150 mm (5.9 in) it was shorter than its sedan counterpart. As the last Fulvia model to be discontinued, the coupe was ultimately replaced in 1977 by a 1.3-litre version of the Beta Coupé.
Available in numerous forms, over two Series, Series 1 1965-70 and Series II 1970-74, and Series 3 1974-76.
The Series 1 was introduced as a 1216cc Coupe enlarged in 1967 to 1231cc producing 79bhp twelve months after its introduction it was joined by the competition version Coupe HF with a tuned version of the 1,216 cc engine producing 87 bhp, Bodywork was lightened by removing the bumpers, using an aluminium bonnet, doors and boot lid, Plexiglas side and rear windows, and bare steel wheels without hubcaps. In 1967 came two updated versions the Rallye 1.3 and Rallye 1.3 HF sharing a new 1,298 cc with outputs of 86 bhp and 100bhp respectively. In 1968 the Rallye 1.3 was replaced by the Rallye 1.3S updates an an increase in output to 91bhp. The Series 1 was topped out in 1969 by the more powerful Rallye 1.6 HF known as the Fanalone (big lamps) because of the characteristic upsized inner pair of headlamps, powered by a 1,584 cc engine producing 113bhp, other changes included negative camber front suspension geometry, with light alloy 13 inch 6J wheels; and a close ratio 5-speed gearbox and wheel arch extensions. The easiest way to distinguish this version is by the triangular holes between headlamps and grille. The works competition version produced in very limited could be tuned to 130bhp. This was the version used by the works rally team until 1974 when it was superseded in competition by the Stratos HF.
The Series 1 was replaced in 1970 by the Series II, introduced as the Coupé 1.3 S (1970-73) with a facelift body and new 5 speed gearbox it retained the 1298cc engine of 89bhp, cars were fitted with Larger Girling callipers and pads replacing the Dunlop system fitted to 1st series cars. Along with Coupé 1600 HF (1970 only) sharing the facelift and powered by 1,584 cc engine with Solex C42DDHF carb producing the bodywork was changed from the standard 1.3 Coupé to incorporate flared wheel arches (replacing the extensions used on 1st series. There was also a more luxurious version of the 1600 HF, the 1600 HF Lusso (1970-73) with extra trim, radio and fitted with bumpers. Mostly produced for export. For 1972-73 Lancia also introduced the Coupé 1.3 S Montecarlo a special edition based on the 1.3 S, commemorating Lancia's victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to the 1.6 HF bodyshell. Other accoutrements included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted.
The Series 3 was introduced with the Coupe 3 (1974-76), mechanically the same as the earlier Series 2 1.3 S except for the addition of emission control on the Solex carburettors. Other than for its Fulvia 3 badges it is easily recognized by its matte black grilled and headlight frame. It featured a new design of seats incorporating headrests and new white-faced instrument dials with an updated range of trim colours, materials and options.
Diolch am 98,863,165 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 98,863,165 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-240
69001 'Mayflower' is hauled from Longport to Tonbridge, passing Hemel Hempstead on the up-fast.
The Class 69 is a new design, utilising a Class 56 bodyshell, and a Class 66 engine.
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)
Lancia Fulvia 1.3S Sport Zagato (2nd Series) (1970-73) Engine 1298cc V4 DOC
Registration Number ERU 491 L (Bournemouth)
LANCIA SET
www.flickr.com/photos/45676495@N05/sets/72157623795824232...
The 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 first Series ran from 1965-69, consisting of three models.
Sport (Tipo 818.132/133): 1965–1967. Introduced at the 1965 Turin Motor Show, the first Sport had an all-aluminium alloy bodyshell and used the coupé's 1.2-litre (1,216 cc) engine 1nside it reprised the wood-trimmed dashboard of the coupé, and featured two small bucket seats of Zagato's own design. 202 were built
Sport 1.3 (Tipo 818.332/333): 1966–1969. In 1966 Sport was upgraded to a 1298cc engine from the Rallye 1.3, producing 87 hp. Early versions still had all aluminium bodyshells (700 were produced with both 1,216 cc & 1,298 cc engines), but later ones were fitted with steel bodyshells with aluminium bonnet, doors, and spare wheel hatch. Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver's side front wing.
Sport 1.3 S (Tipo 818.362/363): 1968–1969. An updated Sport 1.3 with 1,298 cc now producing 92 bhp These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain
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 (1970-73) shared the same engine as the Series I but 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.
The Sport 1600 (1971-72) was the range topping Sport with 1,584 cc engine from the HF, producing 115 hp and a top speed of 118mph this version was the fastest production Fulvia ever produced. The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. Some of these new fixtures—like the black grille and door handles—found their way on late 1.3 S examples.
Diolch am 98,863,165 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 98,863,165 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-243
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number BYD 44 C (Somerset)
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1558cc
Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc engine together with an Elan close ratio gearbox, he rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.
Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities
To homologate the car for Group 2, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs.
Diolch am 97,275,795 o olygfeydd anhygoel, mae pob un yn cael ei werthfawr706'n fawr.
Thanks for 97,275,795 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-112
Alfa Romeo (105 Series) 1600 Junior Z (1972-75) Engine 1570cc Twin Cam S4
Production 402
Registration Number GLH 11 M (London NW)
ALFA ROMEO ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623759785842...
The 105 series Coupe was designed by Giorgetto Giugiaro at Bertone. Manufacturer Alfa Romeo from 1963 until 1977, based on a shortened floor pan from the Giulia saloon. It was one of his first major projects for Bertone, and borrowed heavily from his earlier design for the Alfa Romeo 2000 Sprint/2600 Sprint. The balance of glass and metal, the influence of the shape of the front and rear glass on the shape of the cabin, and the flat grille with incorporated headlamps were ground breaking styling features for the era. All models feature the four cylinder, all-light-alloy Alfa Romeo Twin Cam engine in various cubic capacities from 1290 cc to 1962 cc, all with two valves per cylinder. All versions of this engine fitted to the 105 series coupés featured twin carburettors, except for US market 1750 GTV and 2000 GTV cars which were fitted with mechanical port fuel injection by SPICA. Competition models featured cylinder heads with twin spark plugs. Common to all models was also a 5-speed manual transmission and solid disc brakes on all four wheels, with the exception of a few manufactured at South Africa's Brits plant a few automatic 2000 GTVs were made for the local market. These featured the three-speed ZF automatic transmission.
The Alfa Romeo Junior Z (1969–1972) and 1600 Junior Z (1972–1975) available as 1300s 0r 1600s, were a limited production two-seater coupé with aerodynamic bodywork by Zagato of Milan. The kamm tail wedge-shaped body was designed by Ercole Spada at Zagato. The Junior Z had a steel bodyshell with an aluminium bonnet and, on the earlier Junior Z, aluminium doorskins. The car was based on the floorpan, driveline and suspension of the Alfa Romeo Spider 1300 Junior. The platform was manufactured at Pininfarina factory and transferred to the coachbuilder Maggiora to be bodied, and then sent to Zagato However the floorpan was shortened behind the rear wheels to fit the short rear overhang of the Zagato bodywork.
The 1600 Junior Z was launched at the 54th Turin Motor Show in November 1972 based on the unaltered floorpan of the 1600 Spider, so that the standard sized fuel tank could be left in place. As a consequence, the 1600 Junior Z measured 100 mm (3.9 in) more than the 1300 The 1570 cc engine with two twin-choke carburettors had an output 109 PS (108 bhp) with a top speed of 190 kilometres per hour (118 mph). Besides the longer tail, a number of exterior details distinguished the 1600 Junior Z from the previous model: the arched front bumper was bulkier, the fuel filler was moved to the left hand side, the tail lights were larger items sourced from the 2000 Berlina, the door handles had black plastic housings, and the exhaust pipe was down turned Inside the steering wheel was now a wood rimmed one, with horn buttons through the three metal spokes
Diolch am 98,274,095 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 98,274,095 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-009
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.
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
Triumph GT6 Mk.3 (1970-73) Engine 1998 cc S6 OHV Production 13,042
Registration Number TPF 145 M (Surrey)
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
Introduced in 1966 the first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. The new body was a sleek fastback design with an opening rear hatch, In essence a two seater but with a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2 litre, tuned to develop 95 hp (71 kW) with a top speed pf 106mph
The Mk.II GT6 was launched in 1978 using a 104bhp version of the six cylinder engine, with optional overdrive as available on the Mk.1. Now fitted with lower wishbone independent rear suspension. The Mk.2 also got a new facia, better ventilation for both engine bay and cockpit and Rostyle wheels, though wires were a popular option. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform with new regulations necessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds Performance improved slightly to 107 mph
The third generation of 1970 was the GT6s last major facelift the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end, and the deletion of the chrome stripes on top of the wings . Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper swing-spring; layout fitted to the Spitfire Mk IV. Engine output was similar to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph
Diolch am 99,383,108 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,383,108 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-423
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
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
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
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
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
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.
- - - - - - - - - - - -
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.
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.
- - -
(Wikipedia)
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
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.
Cheetah Sportscar (1959-61) Engine 997cc Ford Kent S4 OHV
Registration Number 5037 UR (Hertfordshire)
In the 1950s and early 1960s many Ford Specials were built often using a fibreglass car body construction, usually these cars were powered by Ford Sidevalve 1172cc engines, though this one seems to have the later Ford 997cc OHV engine fitted. These cars would be built from bodyshells and kits supplied by any number small companies, by enthusiasts or for enthusiast by friends who wanted to build themselves a cheap sportscar. from the remains of a humble family saloon, which was usually a Ford Eight or Ten.
This attractive sports car is a Cheetah and in some ways the look of an early TVR and also a passing resemblance to the somewhat more prolific Tornado which is not surprising.
Cheetah was designed and built by former employees of Tornado Cars LTD, B.J. Millar, K.J. Hynder and J.G. Bound. Launched in 1959 the Cheetah chassis and body units could be bought separately for the price of £70 and £130 respectively. But as they were made to go together, and all surviving Cheetahs have matching units. Cheetah operated out of Woodmans Yard, High Street, Watford. the chassis is very similar to the Tornado chassis and were sold with the catchy sales phrase of "a frame of great rigidity and strength with the minimum of weight at low cost" which was not the experience of many of the builders. The body on the other hand is strong and well made. The body and chassis have an 8` wheelbase and came complete with floor, bulkhead, two occasional rear seats, Extras included a wrap round windscreen, hard top and fibreglass hub caps for Ford 17 inch wheels.
Information courtesy of this excellent site, covering most of the Ford specialist manufacturers
fordspecials.co.uk/cheetah.html
Diolch am 97,282,305 o olygfeydd anhygoel, mae pob un yn cael ei werthfawr706'n fawr.
Thanks for 97,282,305 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-126
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.
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
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
The Nightstar coaches were introduced in 1997, intended for international services from the UK, via the Channel Tunnel to European mainland destinations, such as Paris, Brussels and Cologne. These coaches were based around the BR Mark 4 bodyshell with a host of safety features for running in different countries.
There were ambitious plans to run services from the north, using Class 92s and from South Wales using Class 37/6 diesels with a Mk3 generator car.
The cost and complexity of the project along with the emergence of low-cost airlines killed the project and the coaches were sold to Canada in 2001.
Here they pass through Shortlands on a test run, in this sadly undated picture, behind 37612 and an unidentified classmate.
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
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
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
.
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
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.
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.
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
.
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
.
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
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'
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.
In 1959 the old Popular was replaced by a newer version which was in production until 1962. Like the previous model it used a superseded Anglia bodyshell, this time that of the 100E It was powered by a strengthened 1172cc side valve engine producing 36 bhp. The brakes were hydraulic with eight inch drums all round. The basic model stripped out many items from the old model but there was a large list of extras available; on the De Luxe version many of the extras were included as standard. In total 126,115 Popular 100Es were built. 'The Motor' magazine tested a 100E in 1960 and found it to have a top speed of 69.9 mph, acceleration from 0 to 50 mph in 19.6 seconds and a fuel consumption of 33.2 miles per gallon.
In 1960 the manufacturer's recommended retail price of the test car was £494 including taxes, equivalent to 26 weeks' worth of the average UK wage. The magazine commented that it was the lowest-priced orthodox saloon on the British market.
Length: 151.75 in (3,854 mm)
Wheelbase: 87 in (2,210 mm)
Width: 60.5 in (1,537 mm)
Height:57.25 in (1,454 mm)
Curb weight: 1,624 lb (737 kg)
Engine: 1172 cc (71.42 cu. in.) sidevalve straight 4
Engine output: 36 hp (26.84 kW)
Gearbox: 3 speed manual
Top speed: 69.9 mph (112.5 km/h)
0 to 50 mph (80 km/h): 19.6 sec.
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
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.
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.
Renault 5 (Phase 2) Raid Turbo (1988-91) Engine 1397cc Turbocharged S4
Registration Number H 979 KON (Birmingham)
RENAULT ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623690632985...
The Renault 5 is a supermini car produced by Renault from 1972 to 1996 over two generations as a Hatchback with three or five doors. The first generation (also known as the R5 or Le Car), which was made from 1972 to 1985 designed by Michel Boue. The second generation R5, marketed as the Renault 5 (or Supercinq, Superfive), launched in October 1984 was designed by Marcel Gandini as as three door Hatchback, right hand drive models were available in the UK from January 1985. Although it closely resembled the first generation car, the bodyshell and platform were completely new, based on the platform of the larger Renault 9 and 11.
The Ranault 5GT Turbo was launched in in 1985 based on the second-generation Renault 5, known for its aggressive character and lighter build, powered by a 1.4-litre engine with a Garrett t2 Turbocharger of 115 bhp and weighing just 850kg, it featured grey plastic side skirts and bumpers and was known for its turbo lag, foll.wed by a violent power surge. Produced 1985-87 (it became known as the Phase 1) it was lighter and considered more hardcore than what was to follow.
The Phase 2 was produced 1988-91 and was slightly more refined Its power increased slightly to 120 bhp, and it had new body-coloured bumpers and smoother styling. As well as having a revised cooling system and improved carburettor, the interior was updated, offering more comfort.
Diolch am 99,250,352 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,250,352 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-368
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
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
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