View allAll Photos Tagged Bodyshell
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number NXC 867 H (Solihull)
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.
Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) swing-spring layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Diolch am 95,313,280 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 95,313,280 amazing views, every one is greatly appreciated
Shot 03.07.2022, at Cars in the Park, Beacon Park, Lichfield Staffordshire REF 161-184
'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)
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.
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
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
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
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
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 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
Triumph Dolomite (1976-80) Engines 1296cc S4 OHV Production 204,003 (all versions)
Registration Number REA 17 R (Ducley
TRIUMPH ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
Designed by Giovanni Michelotti the Triumph Dolomite was the final addition to Triumph's small-car range (codenamed Project Ajax), which had started in 1965 with the Triumph 1300.
The Triumph Dolomite was unveiled at the London Motor Show in October 1971 as the successor for the upmarket variants of front-wheel drive designs, and to replace the six-cylinder Triumph Vitesse. The Dolomite name was a revival of the name used by Triumph prior to the Second World War. The Dolomite used the longer bodyshell of the front wheel drive Triumph 1500, but with the majority of the running gear carried over from the rear-wheel drive Triumph Toledo. Initially, the only version available used the new slant-four 1,854 cc engine, using a version of the engine Triumph were already producing for Saab and their 99 model. By the mid-1970s, the range had become complex, with a large number of models and specifications. The Dolomite bodyshell was still being made as the basic Toledo (short boot bodyshell, 1,296 cc and the 1500 TC (standard bodyshell, 1,493 cc along with the 1854cc Dolomite and 1998cc Dolomite Sprint. In 1976, with the manufacturer effectively nationalised and following recommendations in the government commissioned Ryder Report, the Dolomite and other similarly bodied ranges were rationalised to include the Dolomite 1300 Base model, basic trim, single headlamps, 1,296 cc engine, the Dolomite 1500: Same as the 1300, with 1,493 cc (91 cu in) engine, Dolomite 1500HL: Luxury specification as per the 1850, with 1,493 cc engine, Dolomite 1850HL: Luxury specification, 1,850 cc (113 cu in) OHC engine (front spoiler fitted from 1975) and the range topping Dolomite Sprint: the performance version: luxury trim, 16-valve 1,998 cc (122 cu in) engine
The Dolomite 1300 used the 1,296 cc (79 cu in) Standard SC engine from the Herald and Spitfire, and replaced the Toledo as the basic model in the range. The body was identical except for the lengthened body which gave the larger boot of the original Dolomites. The 1300 retained simplified fittings, including single, square, headlamps, basic instrumentation and seats, with the wooden dashboard and carpeting of the Toledo. There was no two-door option as there had been for the Toledo
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 166-420
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.
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)
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.
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
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
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
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 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.
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.
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
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.
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.
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
Austin Allegro 1300SDL (1973-75) Engine 1275cc S4 Transverse
Production 642,350 (all three Series)
Registration Number MLE 79 P (London NW)
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Austin Allegro is a small family car that was manufactured by the Austin-Morris division of British Leyland (BL) from 1973 until 1982. The same vehicle was built in Italy by Innocenti between 1974 and 1975 and sold as the Innocenti Regent.
The Allegro was designed by Harris Mann and introduced as a replacement for the popular Austin 1100 and 1300 models by Sir Alec Issigonis, and were available as 2 and 4 door Saloons and a 3 door Estate. Powered by the BMC A series engine in 1100 and 1300cc versions or the E series engine in 1500 and 1750cc forms, with a sump-mounted transmission. driving the front wheels. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Early Allegro models featured a "quartic" steering wheel, which was rectangular, with rounded sides. The quartic wheel did not take off, and was first dropped in 1974. The SDL remained top of the 1300cc and 1500cc throughout the life cycle of the Series i Allegro
The Series 2 Allegro was introduced at the 1975 British Motor Show (Earls Court, London) the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room. The estate gained a new coachline running over the wing top lip and window edges. Changes were also made to the suspension, braking, engine mounts and drive shafts. Only weeks before the launch of the Allegro 3, 1979 saw the release of the 1.7l Allegro Equipe; a two-door sport style model in silver with red and orange hockey stick-shaped cheatlines and alloy wheels manufactured by GKN, intended to compete with the Golf GT and the Escort RS
The Allegro 3, introduced at the end of 1979, used the A-plus version of the 1.0-litre A-Series engine and featuring some small cosmetic alterations the Allegro 3 gained a new grille with the new Austin-Morris chevron logo a larger bumper and gained additional side indicators. The interior was modernised with new component
Diolch am 99,602,467 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,602,467 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-065
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
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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.
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
The Fiat 8V (or "Otto Vu") is a V8-engined sports car produced by the Italian car manufacturer Fiat from 1952 to 1954. The car was introduced at the 1952 Geneva Motor Show. The Fiat 8V got its name because at the time of its making, Fiat believed Ford had a copyright on "V8".[3] With 114 made, the 8V was not a commercial success but did well in racing. Apart from the differential, the car did not share any parts with the other Fiats; many parts were made by Siata and they used them for their cars. The 8V was developed by Dante Giacosa and the stylist Luigi Rapi.[1] The engine was a V8 originally designed for a luxury sedan, but that project was stopped.
The Fiat V8 had a 70 degree V configuration, displaced 1,996 cc and was fitted with two twin-choke Weber 36 DCF 3 carburettors. In its first iteration (type 104.000) the engine had a compression ratio of 8.5:1 and produced 105 PS (77 kW; 104 hp) at 5,600 rpm, giving the car a top speed of 190 km/h (118 mph). Improved type 104.003 had different camshaft timing for 115 PS (85 kW; 113 hp) at 6,000 rpm; finally type 104.006 with an 8.75:1 compression ratio, revised camshaft timing and fuel system put out 127 PS (93 kW; 125 hp) at 6,600 rpm.[2]: 274 The engine was connected to a four speed gearbox. The car had drum brakes on all four wheels and was the first Fiat with independent suspension all round.[2]: 274
Top management were preoccupied with more run of the mill projects, however, and only 114 of the high-performance coupés had been produced by the time the cars were withdrawn from production in 1954.[4] Nevertheless, they continued to win the Italian 2-litre GT championship every year until 1959.[4]
34 of the cars had a factory produced bodywork by Fiat's Dipartimento Carrozzerie Derivate e Speciali ("Special Bodies Department"). Some cars had the bodywork done by other Italian coachbuilders. Carrozzeria Zagato made 30[5] that they labelled "Elaborata Zagato". Ghia and Vignale also made bodyworks. Most were coupés, but some cabriolets were made as well.[6]
An example fitted with a factory-style glass-fibre reinforced plastic body was displayed at the 1954 Turin Motor Show.[2]: 274–277 The composite bodyshell—produced by Fiat's experimental bodywork department—weighed just 48.5 kg (106.9 lb).[7] This 8V is a part of FCA Heritage collection and currently resides in the Centro Storico Fiat in Turin.[8]
Ghia Supersonic
Ghia designed and produced a limited run of cars named 'Supersonic', with special 'jet age' bodywork. Ghia had recently been sold by Boano to Luigi Segre, and a one-off Alfa Romeo 1900 had been built for a wealthy entrant in the 1953 Mille Miglia race. The car was displayed at the Turin show same year and the reaction inspired Segre to plan a limited production of cars based on the Otto Vu, aimed at the American market. Only eight were completed, after mechanical issues ended the project. Several of the cars were purchased by Americans; some were heavily customized and received engine transplants. An original un-restored car sold at a Scottsdale, Arizona Gooding and Company auction in January 2011 with a gavel price of US$1.55 million ($1.7M including buyer's premium). Ghia would later use its basic body shape on Jaguar XK-120–based vehicles as well as Aston Martin. Design of 'Supersonic' is credited to Giovanni Savonuzzi. Wikipedia
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.
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.
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
.
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.
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
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
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.
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.
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
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
Riding transporter bogies of varying heights five new HST power cars are under construction. Almost 40 years later some of the first GWR examples may be going for scrap shortly.
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
Brand new and on test from Doncaster works where it was built 56032 heads west through Shireoaks with a test train of air braked bogie bolster steel wagons and Pullman Parlour First E330 which was used for housing staff working with the trials who could not be accommodated in the cab of the locomotive, 6th July 1977. E330 was from a batch of vehicles built by Metro-Cammell in 1960, based on the BR Mark I coach design and continued in service until early 1978. It was withdrawn due to the insulation material in the car being asbestos.
Locomotive History
In September 1974 British Rail ordered sixty new heavy freight locomotives designated class 56. The order was split with thirty locomotives to be built by Brush and thirty locomotives to be built by Doncaster works. The body design was derived from the Brush class 47 and was of the load bearing monocoque type. The engine (GEC 16RK3CT) was of English Electric heritage and an uprated version to that fitted to the class 50. Although the engine was rated at 3520bhp in the class 56 it was derated to 3250bhp. The electrical equipment was derived from the Brush prototype locomotive HS4000 Kestrel and consisted of a Brush BA1101A 3-phase ac alternator driving six TM73-62 series wound, axle hung nose suspended traction motors. The bogies (designated CP2) were a Swiss design. Although ordered in September 1974 the first of the Doncaster works batch did not start physical construction until July 1976 when the fabricated bodyshells of the first two (56031/32) started to appear. Progress was slow due to shortage of labour and late delivery of components and 56031 eventually entered traffic on the 13th May 1977. As can be seen it was almost another two months before 56032 was ready and following this test run 56032 was released from Doncaster works on the 20th July 1977 and allocated to Toton MPD. After over twenty six years service 56032 was stored in January 2004 after suffering a serious oil leak. However in 2005 it was selected for overseas service in France with Fertis and repaired, repainted and dispatched to France for engineering train duties in May 2005. It returned from France at the end of October 2006 and was stored at Old Oak Common until moved up to Crewe Diesel Depot for further storage in May 2009, where it currently (April 2011) can be found.
Praktica LTL, Kodachrome 64
Track Recording Unit , No. 950001 working the 2Q08
Darlington Up Sidings - Doncaster West Yard seen at
South Hylton Station.
The British Rail Class 950 is a diesel multiple unit that was purpose-built by British Rail Engineering Limited's Holgate Road carriage works for the British Rail Research Division for use as a track assessment unit. It is currently operated by Network Rail.
It was built in 1987 using the same bodyshell as the Class 150/1 Sprinters.It was originally classified as a Class 150, but was reclassified into the departmental series. As part of the privatisation of British Rail, it passed to Railtrack in 1994 and then Network Rail in 2002. The unit is formed of two driving motor vehicles. Individual carriages numbered as follows:
DM: 999600-999601
The unit is currently painted in a plain overall yellow livery with Network Rail branding. It mostly works on branch lines, where the track quality is not good enough for larger and heavier track assessment stock. It is able to operate over most railway lines around Great Britain. The unit is based at the Railway Technical Centre in Derby
One of 20 Class 745 12-car 'FLIRT' EMUs entering service in the UK for Greater Anglia, 745007 awaits departure from Colchester P2 with 1P38, the 1500 fast intercity service from London Liverpool Street to Norwich.
The 745s have bodyshells manufactured in Szolnok, Hungary, while the final train is assembled in Bussnang, Switzerland.
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.
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