View allAll Photos Tagged Bodyshell
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
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.
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.
Vauxhall VX4/90 FE (1972-78) Engine 2279cc S4 OC Production 113,476 (figure to 1976 only, after not available)
Registration Number FNB 54 T (Manchester)
VAUXHALL SET
www.flickr.com/photos/45676495@N05/sets/72157623863172810...
The FE was the final series of Victor. The car appeared substantially larger than its predecessor, but was actually no wider and only 2 inches longer with much of the extra length accounted for by larger bumpers, but with improved interior space and almost two inches of extra legroom in the front and an extra four inched for rear seat passengers, along with useful increases in headroom and shoulder-level cabin width were achieved through the use of differently shaped side panels and windows. The four-speed transmission used the same box and ratios across the range, from the 1759 cc Victor to the torquey 3294 cc Ventora-badged version. The new Victor shared its floorpan and its basic bodyshell architecture with the Opel Rekord D (therefore the two cars look superficially similar) but all of the exterior panels were unique to the Victor and thus not interchangeable with the Rekord. The car used Vauxhall powertrains, along its own suspension and rack-and-pinion steering as opposed to the Rekord's recirculating ball unit.
Since the demise of the Vauxhall Cresta more than three years earlier, only the Ventora had used the old Vauxhall six-cylinder engine: but now the four-cylinder VX 2300 GLS replaced the six-cylinder FE Ventora as Vauxhall's flagship. The VX2300 GLS was fitted with four square halogen headlamps, velour upholstery, tinted glass and power steering. The more sporting VX 4/90 was reintroduced, now based on the VX (formerly Victor FE), in March 1977 with a 5-speed close-ratio Getrag gearbox with dog-leg first gear. The car featured a modified, twin-carburettor version of the existing 2279 cc four-cylinder engine increasing output from 108bhp to 116bhp. The car was fitted with twin halogen headlights and supplementary front fog-lights fitted beneath the front bumper, and also benefitted from extra sound-deadening materials to reduce road noise. The side window frames were fashionably blackened, and only four exterior colours could be specified, of which three were metallic
Diolch am 100,618,863 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 100,618,863 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-521
'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.
Chassis n° 4609606
Coachwork by Henri Chapron
- Open headlight version with desirable green LHM hydraulic fluid
- Matching numbers (chassis, body, engine)
- Comprehensively restored to concours condition 1990-1993
- Registered in the UK
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 180.000 - 220.000
Withdrawn
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.
The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until recently in top-of-the-range models.
In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
First registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory before it was purchased by our vendor from the Zoute Sale in 2019.
In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in period. It is believed that during the restoration the front of the car was modified from the twin headlamp configuration to the arguably more attractive single 'Frogeye' version. Today, this DS remains in outstanding condition; fastidiously maintained, it is reported to run and drive superbly. Restoration bills are on file. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed. The car is currently registered in the United Kingdom and is being offered with a V5C registration document.
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.
Austin Maxi 1500 (1969-81) Engine 1485cc S4 OC
Production 450,000
Registration Number UUN 339 T
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Austin Maxi is a medium-sized, 5-door hatchback family car produced by the Austin division of British Leyland between 1969 and 1981. The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group it was the last car designed by Sir Alec Issigonis and the first new model released under the British Leyland banner. The Maxi was launched in Oporto, Portugal, on 24 April 1969, in a blaze of publicity
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, a rare innovation among family cars of the day. Power came from a 1,485 cc (90.6 cu in), E-Series petrol engine which would later be used in other British Leyland products, such as the Austin Allegro. The 1750 and twin-carburettor 1750 HL models, added to the range in 1971, offered good performance by the standards of the era, with a top speed of 97 mph against 90mph with the smaller engine.
Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800, giving the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors). The Maxi featured a spacious interior, comfortable passenger accommodation, competitive prices and reasonable running costs One unusual feature of this car was that the rear seat back, as well as folding forward as in a conventional hatchback, also folded back. In combination with fully-reclining front seats, this gave satisfactory, if spartan, sleeping accommodation.
Towards the end of the Maxi's life, in 1980, a lightly revised model was marketed as the Maxi 2
The Maxi was replaced with the introduction of the Maestro which also replaced the smaller Allegro in August 1981
Diolch am 99,605,936 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,605,936 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-068
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
Ultimate Cup Series
Car: LEGEND CAR
Driver: GRIPPON Sébastien
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: MOREL Frédéric.
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940
Volkswagen Golf GTi 16v Mk.2 (1983-92) Engine 1781cc S4 inj 8v 110bhp Production 6,000,000 (all Golf Mk.2's)
Registration NumberYXU 763 (Cherished Number)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show, and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style. During the life of the Golf MK2, there were a number of external style revisions.
Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called Big Bumpers, which were introduced in the European market with an August 1989 facelift.
The successful hot GTi model was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a fuel-injected and was later joined by the more powerful Golf GTi 16v with an output of 139 PS (137 hp) marked by discreet red and black 16v badges front and rear.
Diolch am 97,684,171 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 97,684,171 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-365
Event: NEC Classic Car and Restoration Show
Location: National Exhibition Centre (NEC), Birmingham, UK
Camera: Canon EOS 5
Lens(s): Canon EF 50mm f/1.4
Film: Ilford Delta 100
Exposure Index: 400 (+2 stop push)
Exposure: 1/60 - f/1.4 to f/4
Light Meter: Camera
Lighting: Overhead LED
Mounting: Hand-held
Firing: Shutter button
Developer: Ilford DD-X(1+4) for 18 mins
Scanner: Epson V800
Post: Adobe Lightroom & Photoshop (dust removal)
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
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
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number JIL 7221 (cherished number, first allocated for issue from County Fernanagh)
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Diolch yn fawr am 73,301,101 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 73,301,101 amazing views, enjoy and stay safe
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-345
Austin Allegro 1300 Mk2 (1975-79) Engines 1275cc S4 A Series.
Registration Number VDW 737 S (Cardiff)
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623759808208
The Allegro was designed by Harris Mann as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a quartic steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs.
The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an A-Plus version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982.
Diolch am 97,734,939 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 97,734,939 amazing views, every one is greatly appreciated.
Shot 10.09.2022, at Statfold Barn Railway, near Tamworth, Staffordshire REF 164-020
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.
Mercury Cougar Convertible (2nd Generation) (1971-73) Engine 351cu in (5752cc) V8
2nd Geneeration Production 177,194
Registration Number SGU 89 L (London)
MERCURY SET
www.flickr.com/photos/45676495@N05/sets/72157623795938010...
The Mercury Cougar is a series of automobiles that was sold by Mercury from 1967 to 2002 and built over eight generations. The model line is a diverse series of vehicles; though the Cougar nameplate is most commonly associated with two-door coupes, at various stages in its production, the model also was offered as a convertible and a hatchback
The Mercury Cougar was released by Lincoln-Mercury on September 30, 1966 Far exceeding initial sales projections, the Cougar would account for nearly 40% of the 1967 sales of the entire Lincoln-Mercury division.
For the 1971 model year, Lincoln-Mercury released the second-generation Mercury Cougar. Again sharing much of its bodyshell with the Ford Mustang, the Cougar began to shift away from a plush pony car taking on aspects of both sporty cars and luxury cars. It was available as a two door Hardtop or two door Convertible. This generation of the Cougar is the final version derived from the Ford Mustang and is also the final version offered as a convertible. The second-generation Cougar used a revised version of the first-generation chassis, again sharing the Ford Falcon unibody architecture with the Ford Mustang; the wheelbase was increased to 112.1 inches he front track width was increased from 58.1 to 61.5 inches. The model line was fitted with front disc and rear drum brakes, with power-assisted brakes becoming standard in 1973. As with the previous generation, the 1971-1973 Cougar received a standard V8 engine (in contrast to the Mustang). A 351 Cleveland V8 was the standard engine in two-barrel configuration (240 hp) or as an optional four-barrel design (285 hp). Replacing the Boss engines and the 428 Cobra Jet V8s, a 370 hp 429 Cobra Jet (with or without Ram Air) was the highest-performance engine option. For 1972, the Cougar underwent few substantial changes to the interior or exterior. For 1973, the front fascia underwent an update to include a federally required 5-mph bumper to improve crashworthiness; the new design added three inches to the overall length. Larger and straighter than before, the new bumper required a redesign of the grille (no longer extending into the bumper line). As the model line was in its final year, the rear bumper was largely unchanged, receiving only minor revisions to the taillamp lenses (a 5 mph rear bumper was not required until 1974)
Diolch am 100,209,347 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 100,209,347 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-348
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.
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.
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)
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.
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
Austin Allegro 1100 DL Mk2 (1976-80) Engines 1098cc. S4 Tr.
Registration Number OTC 910 R (Bristol
AUSTIN ALBUM
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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
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 Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number BYD 44 C (Somerset)
FORD UK SET
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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.
Advertising of the revised version appeared at the London Motor Show in October 1964, for the 1965 model year, it made much of the newly introduced aeroflow through-flow ventilation, evidenced by the extractor vents on the rear pillars. The front grille was extended to encompass the direction inditcators Also in 1964, front disc brakes became standard across the range
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
Austin Healey Mk.1 Sprite (Frogeye) (1958-61) Engine 948cc S4 Production 38999
Registration Number OBN 272 (Bolton)
AUSTIN HEALEY ALBUM
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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. It first went on sale for £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down. The Sprite quickly became affectionately known as the Frogeye in the UK and Bugeye in the USA. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses.The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.
The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 and Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8 inch SU carburettors.
Diolch am 101,347,005 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 101,347,005 amazing views, every one is greatly appreciated.
Shot 09.04.2023 Weston Park, Salop, Easter Classic Car Show REF 168-039
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.
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.
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
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.
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
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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
TVR Tasmin (1981-84) Engine 3272cc
Registration Number A 390 JFC (Oxford)
TVR SET
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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
40-0014-3, CFR Călători, fabricație Electroputere Craiova 1967, cutia de facto a uneia dintre locomotivele 060-EA-067 sau 073, acestea fiind fabricate în anul 1970, fotografiată în serviciu comercial cu trenul 1541 în relația Iași - Brașov.
40-0014-3, CFR Călători, built by Electroputere Craiova in 1967, with the bodyshell originating from one of the locomotives 060-EA-067 or 060-EA-073, both built in 1970, photographed in commercial service hauling train 1541 on the Iași – Brașov route.
Livezi, Harghita (RO)
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
FR – 28 mars 2007 09h08 – Tilloy-et-Bellay (Marne) – Km 166 LGV Est-Européenne
La motrice intermédiaire TGV P 150 R4
Au départ, cette caisse était conçue comme une voiture-bar pour TGV Duplex Dasye – Euroduplex. Sur la photo, elle est devenue une motrice de technologie AGV (Automotrice à Grande Vitesse), à motorisation répartie. En 2007, c’était une nouvelle technologie Alstom, encore en cours de mise au point. Son installation sur la rame V150 a été de nature expérimentale, c’était une banc d’essai roulant, un prototype à usage unique.
Les équipements électriques standard sous le compartiment bar ont été remplacés par une chaîne de traction type AGV (et un convertisseur statique pour la climatisation de la rame). Les bogies comportent chacun deux moteurs synchrones à aimants permanents de 800 KW de puissance nominale pour 25 KV à la caténaire, soit 3200 KW / 4350 chevaux. Le bar a été remplacé par une régie vidéo-télévision et un studio d’enregistrement.
A l’arrivée, c’est-à-dire au moment où la vitesse atteignait 574 km/h le 3 avril 2007, c’était une puissante motrice qui apportait environ 3800 KW / 5200 chevaux de puissance mécanique, c’est-à-dire 18,2% de la puissance nécessaire pour atteindre le record.
Et après le record, lorsque la V150 a été démantelée pour remettre ses différentes parties au type standard et les réintégrer à des rames TGV commerciales, cette remorque motorisée n’a pas trouvé de réemploi. Elle est retournée chez Alstom à Aytré.
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EN – 28 March 2007 09:08 – Tilloy-et-Bellay (Marne) – Km 166 East-European HSL
The intermediate power car – TGV P150 R4
Originally, this bodyshell had been designed as a bar car for the TGV Duplex Dasye / Euroduplex fleet. In this photograph, it has been transformed into a powered vehicle incorporating AGV (Automotrice à Grande Vitesse) technology, with distributed traction. In 2007, this was a new Alstom development still undergoing refinement. Its installation within the V150 trainset was therefore experimental in nature, a rolling testbed, effectively a one-off prototype.
The standard electrical equipment beneath the former bar compartment was replaced by an AGV-type traction chain, along with a static converter supplying the train’s air-conditioning. Each bogie was fitted with two permanent-magnet synchronous motors rated at 800 kW under 25 kV overhead supply, giving a total of 3,200 kW (4,350 hp). The bar area itself was converted into a television control room and recording studio.
By the time of the record run on 3 April 2007, when the train reached 574 km/h (356.7 mph), this vehicle had become a fully fledged power car, contributing around 3,800 kW (5,200 hp) of mechanical output, equivalent to 18.2% of the total power required to achieve the record.
Following the record, when the V150 trainset was dismantled and its various components returned to standard configuration for reintegration into commercial TGV sets, this powered intermediate vehicle found no further operational use. It was returned to Alstom Aytré.
© Jean-Marc Frybourg – 070328-0276
Merci de ne pas partager ni publier ailleurs sans l’autorisation de l’auteur. Tous droits réservés.
Please do not share or post elsewhere without permission from the photographer. All rights reserved.
Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082
Registration Number TTD 285 D (Lancashire)
WOLSELEY SET
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The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.
Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.
The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The MarkII version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.
Diolch am 73,825,916 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 73,825,916 amazing views, every one is greatly appreciated.
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-505
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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
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.
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
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
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
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.