View allAll Photos Tagged Bodyshell
Seen at night parked in Millton Police Station Compound.
1:76. OO Gauge by Oxford Diecast. 76MA003. Mercedes Sprinter chassis.
Oxford have been very clever here. This is the same bodyshell and casting used for the Ambulance. With Silver colour scheme, clever printing of details and different blue light bars front and rear, it transforms the vehicle into something just as believable and not far off the real thing.
One of the stylish Derby built Class 310 (AM10) four-car EMU's, 060, was stabled under the former LNWR overall roof at Rugby on a damp May 17th 1981. The fleet of 50 x 4-Car slam-door 310's were a familiar sight on the southern end of the WCML from their introduction in 1965. The class was the first to utilise the BR Mk.2 carriage bodyshell in their construction.
Moving about Wansford is British Rail Class 46 Peak, D182 (46045).
The Class 46 was derived largely from the previous Class 45, sharing the same bodyshell and same Sulzer 12LDA28-B engine, but differed in the fitment of a Brush generator and traction motors, in place of the Crompton Parkinson equipment fitted to the Class 45. Along with the other Sulzer class 44 and 45 designs they are often referred to as "Peaks", so named because the earliest of the Class 44 were named after mountains.
They were built from 1961-1963 at British Railways' Derby Works and were initially numbered D138-D193, with 56 locomotives built.
Despite intermittent use on freight trains, Class 46s were regular performers on passenger turns, particularly North East-South West, Trans-Pennine and secondary North East-London trains, and depot allocations reflected this with locos at Gateshead, Cardiff and Plymouth in 1977 giving a typical spread. Freight workings were also quite often worked over long distances, particularly "clay hoods" carrying china clay from Cornwall to the area around Stoke-on-Trent.
In the 1980s the remaining locomotives were concentrated at Gateshead depot, and the final booked passenger workings for the class were the dated summer Saturday services Bradford - Weymouth (between Bradford and Birmingham New Street), Newcastle - Plymouth, Newcastle - Blackpool North, and York - Blackpool North.
By the early 1980's however, the locomotives were starting to look their age, and performance wise they were largely displaced by the much more efficient and flexible Class 43 HST sets which had been introduced on Cross-Country services from 1982. The last operations by Class 46's were made in 1984, after which a majority of the engines were scrapped.
However, one locomotive found itself being put on a suicide mission. On July 17th, 1984, 46009, hauling three Mark 1 coaches, was deliberately crashed into a "Flatrol" wagon loaded with a nuclear waste flask and lying on its side. The train was travelling at about 100 mph on the Old Dalby Test Track in a test organised by the CEGB. The test was intended to demonstrate to the public that there would be no leak of radioactive material in the event of a rail accident involving a train carrying a nuclear waste flask. As you can imagine, smashing the locomotive into a solid metal box designed to withstand nuclear radiation pretty much destroyed the locomotive, and the engine was scrapped on site by Vic Berry of Leicester.
Today, three of these locomotives have been preserved at heritage railways across the network, these being 46010 at the Great Central Railway; 46035 Ixion; and D182 (46045) at Midland Railway - Butterley.
Speeding north with the 1S78 London Euston to Glasgow Central is an unidentified Virgin Trains Class 390 Pendolino unit.
Since their introduction in 2002, the Class 390 tilting Pendolino sets have revolutionised services on the West Coast Mainline, bringing about an entirely new level of speed onto a route notorious for its laboriously winding route. But with such a technological leap, the Class 390 has sadly paid the price for its image due to what it was replacing.
The idea of a tilting train on the West Coast Mainline was however not a new one to Alstom when they developed the Pendolino sets in the late 1990's, with the concept being toyed way back in the early 1970's. British Rail first pioneered the concept of the tilting train with the ill-fated Advanced Passenger Train or APT of the mid-1970's. The idea was to create a train that could shift its centre of gravity whilst moving around sharp bends at high speeds, similar to how a motorcyclist leans into corners. This was to not only allow the train to travel at higher speeds on winding track without fear of it falling over, but also to improve passenger comfort levels and stop people being pressed against the windows when taking corners!
The original APT was a Gas-Turbine unit that operated on the Midland Region out of London St Pancras, and was later followed by the Class 370 electric multiple unit that began trials on the West Coast Mainline from 1980. A truly brilliant concept, the APT showed the world that the idea of a tilting train could be possible, that is, when it worked. The Class 370 was marred by teething problems and reliability issues, mostly consisting of the fact that the tilting mechanism wouldn't work properly or there would be just general train faults. Coupled with the winter of 1981, the worst winter for many years, and the train's image was damaged beyond repair. Even while developments were looking promising, and with only a few million Pounds required to complete the project, the British Government pulled the plug and the APT was axed in 1986, with only one complete set remaining as a rather sorry museum piece. The train of the future had become a thing of the past.
But the developments of the APT were picked up by none-other than Fiat Ferroviaria, who, following the failure of their British rival, developed their own and much more successful tilting train, the ETR-401 Pendolino, which began operations in 1988. This was later translated into a fleet of 15 ETR 450 production units which became the first revenue earning tilting trains.
In 2000, Fiat Ferroviaria was acquired by Alstom, who has been building their legendary tilting trains ever since. This coincided with the formation of Virgin Trains following privatisation of British Rail in 1994. As part of Virgin Trains' franchise requirements in 1997, the company intended the replacement of the ageing BR stock of the 1960's with a new fleet of high speed trains that would reduce journey times and up travel quality. As such, Virgin turned to Fiat Ferroviaria and later successor Alstom to provide them with a derivative version of the company's latest tilting Pendolino, the ETR 460.
Fiat Ferroviaria supplied much of the content of the Class 390 units, including the bodyshell and the bogies, while final assembly was carried out at Washwood Heath. The tilting technology was developed by SIG Switzerland (later Fiat-SIG, today Alstom). Two electromechanical actuators are used per car to achieve the desired tilting angle on curved stretches of track. The train can tilt to a maximum of eight degrees, at which point one side of the cabin train is 380 mm higher above the track than the other. In contrast to other Fiat Ferroviaria tilting trains which use hydraulic tilting actuators, the electromechanical systems offers lower maintenance cost and higher efficiency.
The new trains were intended to run at 140mph, but the West Coast Main Line modernisation programme, which was an upgrade to the infrastructure to allow faster line speeds, ran over budget. Consequently, plans were scaled back, and in a manner reminiscent of the introduction of the InterCity 225, the lack of signalling upgrades resulted in the maximum line speed being restricted to 125mph. Although this (and 140mph) are well below BR's hopes for APT of 155mph, it does match the maximum speed of 125mph for the APT in passenger service (although one APT set reached 162mph in testing).
The fleet was introduced into passenger services from London Euston to Manchester Piccadilly on 23rd July, 2002, to coincide with the opening of the 2002 Commonwealth Games in Manchester. Over the next few months they took over the Manchester services, and were soon introduced on routes from London to Liverpool Lime Street, Birmingham New Street, Wolverhampton and Preston.
With the start of Class 390 operations, the writing was very much on the wall for the ageing sets of trains it was replacing, and thus the Class 390's image began to be somewhat tarnished amongst the railway purists. First to go were the Class 86's of the 1960's, proud high-speed locomotives that were once the mainstay of the WCML, withdrawn from service in 2003 following both the introduction of the Class 390's, and the Class 220/221 Voyager units on Cross-Country services. Next were the newer Class 90's of 1989, replaced in 2004 once Class 390's had been allocated to routes north of Preston. The final locomotive hauled trains were provided by the Class 87's of the 1970's, which held strong until final replacement in 2005, bringing an end to locomotive hauled services on the West Coast Mainline. From then on, the Class 86's have mostly been scrapped, whilst Class 90's were transferred to Anglia to replace their Class 86 fleet. Class 87's on the other hand have since been exported largely to Bulgaria, the few remaining here in the UK either being scrapped, placed in storage, or made into museum pieces. This left a great deal of animosity towards the Class 390's by the railway enthusiast community, who, even after 10 years, still have a strong hatred towards these trains.
The service improvements however are something that can't be taken away from the Class 390's as these trains have taken the original and comparatively sluggish 110mph top speed and translated it into the extremely fast 125mph running speed that BR had dreamt of for years. In September 2006, the Pendolino set a new speed record, completing the 401 mile length of the West Coast Main Line from Glasgow Central to London Euston in 3 hours, 55 minutes, beating the 4-hour-14-minute record for the southbound run previously set in 1981 by the Class 370 APT. The APT however retains the ultimate speed record for this route, having completed the northbound journey between London Euston and Glasgow Central in 3 hours 52 minutes in 1984 which included a 5-minute delay due to a signal fault.
Since then the Pendolino has become very much a staple of high speed train travel in the UK, and still looks good even 15 years after the first ones hit the test tracks back in 2001.
The Class 390 was put to the test however with 390033 'City of Glasgow', which was written off after the Grayrigg derailment of February 23rd, 2007. The accident had been caused by a points malfunction, which, after a failure to inspect by Network Rail, changed the direction of travel from normal and thus resulted in the entire set derailing and plummeting down an embankment at 95mph. The sturdy design and robust nature of the Class 390 has been attributed to the fact that only one person, an elderly lady, was killed in the disaster, whereas if the previous MkII carriages had been involved, the death-toll could have been much higher. As said, the unit was written off, and the less damaged rear carriages of the set now reside at the Crewe Training Centre and are used for the instruction of drivers and train crew. The subsequent destruction of one of the units led to Virgin Trains reinstating a loco-hauled service to cover its diagrams, this being in the form of a hired Class 90 (usually from Freightliner), a set of 9 MkIII coaches, and a Driving Van Trailer. This train operated covering diagrams until November 2014, when it was retired and transferred to Greater Anglia.
Since 2007 the Class 390's have had their fleet enhanced from the original 53 sets to 57 with the addition of 4 new units between 2011 and 2012. The introduction of these new sets coincided with the extension of 31 sets to 11-cars, with new carriages built and imported from Alstom's factory in Italy, the first routine 11-car InterCity train to operate in the UK since the 1970's.
Today the Class 390's continue to ply their merry trade, and remain vital parts of the UK's high speed network, bringing Glasgow, Manchester, Birmingham, Liverpool and London closer together than they've ever been before.
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number ACU 470 B
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 1557cc
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.
A Big thankyou for an incredible 24 Million views
Shot 04:05:2014 at the Donington Historic Festival REF 102-149
Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!
One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!
When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!
Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!
In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.
On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.
However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!
But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.
Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.
But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.
However, this was before we got to the biggest problem of them all, America.
Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.
But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.
However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!
So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.
The E-Type may have died a long time ago, but its reputation isn't letting up! :D
The 1949-51 third generation Mercury adopted a pontoon appearance, the bodyshell now shared with the 1949 Lincoln Cosmopolitan (the headlights and grille distinguishing the two vehicles).
Models available in 1949 were; the 72 2 door Coupe, the 74 4 door Sedan, the 76 2 door Convertible and 79 2 door Wagon (wood panel sides).
The 1949 Mercury Eight became the definitive lead sled.
Engine; 110hp 255 cu in Flathead V8
James Dean drove this car in the 1955 movie Rebel Without a Cause
2015 Pebble Beach Concours d'Elegance
Powering north with the Southampton Docks to Halewood Jaguar empty car wagons is DB Schenker Class 66, 66101, one of only a handful of these locomotives painted in DB Schenker red.
One of Britain's, and indeed Europe's, most numerous diesel locomotives, the Class 66 has become the face of nearly every freight operating rail company on the UK network, a simple, utilitarian design with an enormous, powerful engine. But with it's popularity among rail companies came a price, as it is often listed as one of the most hated locomotives ever to hit the UK rails, largely because of the slew of older BR classic locomotives it replaced from the late 1990's onward.
But is it really deserving of such a bum rap?
By the mid-1990's it was apparent that a majority of the ex-British Rail locomotives were well beyond their bloom of youth. Aside from the Class 58's of 1983, the Class 60's of 1989, and the American built Class 59's of 1985, most locomotives in the service of freight companies were coming up to 30 or 40 years old, and reliability was a major issue. Years of under-investment in the BR freight sector Railfreight Distribution, had resulted in a fleet comprised of decrepit diesels such as the Class 37's and Class 47's, being worked into the ground to keep the company rolling. Although the opening of the Channel Tunnel in 1994 was a catalyst to investments for freight trains working those particular trunk routes to the South East, with the construction of the Class 92's and the refurbishment of Wembley based Class 47's, the remainder of the freight operators, by this time led by shadow franchises Loadhaul, Transrail and Mainline, were left with a fleet that was slowly dying before their eyes. Class 47's, especially, needed a major overhaul every seven years, costing £400,000; yet had an average daily availability of less than 65% with only 16 days between major failures.
Enter Wisconsin Central, who, in 1996, bought the three franchises together with Railfreight Distribution and mail operator Rail Express Systems to create EWS, or English, Welsh & Scottish Railways. As part of the franchise commitment, the intention was to replace the ageing diesel fleet with a standard design that would reduce maintenance and operating costs substantially, with higher levels of reliability and efficiency. Looking at the fleet of diesels in general, it was noted that among the most reliable classes in the UK were the small fleet of 15 Class 59's, built by General Motors between 1985 and 1995 for private Aggregate operators such as Foster Yeoman and Hanson, as well as energy company National Power for the haulage of their coal trains between Collieries and Power Stations. These engines were, for the most part, substantially younger than the likes of the Class 20's, 31's, 37's and 47's, and more reliable than the early built Class 56's from Romania, which were infamous for their poor build quality.
Seeing their success, EWS placed an order in 1997 for 250 locomotives based on similar principles to that of the Class 59, often dubbed one of the biggest locomotive orders since the age of Steam. Locomotives were built at GM's factory in London, Ontario, and externally the bodyshell and design shared that with the Class 59. Internally though, the engines took many of GM's previous developments and updated the engine and traction motors to enable higher speeds. The new locomotive was fitted with the 20 year old design of the EMD 710 12-cylinder diesel engine, found originally in the GP60 freight locomotives of North America. However, some of GM's newer creations also made it into the mix, such as updated cab-control systems, the kind found in the Irish Railways Class 201 of 1994.
Originally designated Class 61, the first of these new locomotives arrived by boat at Immingham in June 1998, prior to proving tests at Derby. The locomotives then shipped at a rate of 11 per month into the UK via Newport Docks, until the order was completed in December 2001. After unloading, EWS engineers then simply took off the tarpaulin, unblocked the suspension, and finally as each was shipped with water and fuel, hooked up the batteries, before starting the engine and handing the locomotive into service. Almost immediately, other UK freight operators took interest in the Class, and companies such as Freightliner, GB Railfreight and Direct Rail Services also placed orders.
Upon their introduction, reliability levels for EWS's operations improved substantially. Each locomotive is specified and guaranteed to 95% availability, aiming for a minimum of 180 days mean time between failures. It is designed to cover 1·6million km between major rebuilds, equivalent to 18 years' service, with each major rebuild costed at £200,000. But with their success came the sad reality that the much loved classes of yesteryear were going to be given the push, and this is where a majority of the Class 66's unpopularity comes from. It could have been understood the replacement of the 40 year old Class 20's, 31's, 37's and 47's, as it was quite clear they were past their prime, the same could equally be said for some of the earlier Class 56's of the late 1970's. However, the line was stepped across with the withdrawal of the Class 58's and Class 60's, as the desire of EWS to have a standardised fleet, resulted in the removal of locomotives that were nowhere near life-expired. The large-scale retirement of these extremely reliable and powerful locomotives that weren't even 20 years old was seen as a travesty, and whilst some Class 60's have seen a revival with other operators as of late, the Class 58's are all but extinct, whilst many Class 60's continue to languish in yards across the UK, mostly at Toton in the East Midlands.
Nevertheless, the class continued to grow over the years, and, upon the conclusion of Class 66 production in the UK in 2014, 446 of the class were eventually built. But we can't forget also that the class has seen major success across Europe as well, with dozens of engines in operation in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy.
Today, a majority of the class is still in service with a variety of operators. DB Schenker, the successor to EWS, continues to operate the largest fleet of 249 locomotives. Freightliner operates 141, DRS operates 19, GBRf operates 72 and Colas Rail operates 5. Not all of the locomotives however remain with us, as three have been written off.
The first was 66521 on the 28th February, 2001, where after hitting a Land Rover that had fallen down an embankment from the M62 motorway, a southbound GNER InterCity 225 set led by lightweight Class 82 DVT, 82221, derailed and ran straight into the path of the oncoming Class 66 which was working a northbound coal train. With an estimated closing speed of 142mph, the DVT was obliterated upon hitting the Class 66, and the freight locomotive was mangled and distorted as it was crushed between its loaded coal train behind and the passenger coaches in front. In the disaster, 10 people were killed, including 66521's driver Stephen Dunn, although his instructor Andrew Hill, who was also riding in the cab, was able to survive. The locomotive however was for the most part destroyed, and scrapped later that year.
The second was on the 4th January, 2010 involving 66048, which derailed at Carrbridge in snowy weather. Coming down the Highland Mainline with a loaded container train, it passed a signal at danger and was derailed at trap points, subsequently falling down an embankment into trees and injuring the two crew members.
The third was on the 28th June 2012, where GBRf 66734 derailed at Loch Treig whilst working Alcan Tanks. The inability of recovery crews to access the highly remote and dangerous location resulted in the engine being cut-up on site.
Additionally, many Class 66's have suffered low-speed collisions and derailments, either through faults in the track, driver error, or faults with the rolling stock.
However, despite the criticism, and often being dubbed as bland and utilitarian, the Class 66 is still a major part of the UK freight network, working behind the scenes without need of major attention so as to get the job done. Indeed it may find a home among rail enthusiasts, and perhaps one day it'll be dubbed a classic like the Class 37's and 47's it replaced, but at the moment it's the UK networks humble hero, plying its trade the best way it knows how.
Jensen Interceptor III (1971-73) Engine 440cu (7212cc)
Production 3419
Registration Number CRY 44 K (Leicester)
JENSEN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Diolch am 91,501,773 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 91,501,773 amazing views, every one is greatly appreciated.
Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-176
Austin Allegro 2 1300SDL (1979-82) Engine 1275cc S5 BMC A+ Series
Registration Number YHO 581 V
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Allegro (ADO67) was designed 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..
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Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-040
An incredibly busy 10 minutes at Nuneaton. While changing trains I was treated to not one, not two, not three, but four intermodal freights passing on each of the stations lines.
Next up, and running wrong-line through Platform 7 at Nuneaton is Freightliner Class 66, 66590, working an intermodal freight from Felixstowe to Ditton in Merseyside.
One of Britain's, and indeed Europe's, most numerous diesel locomotives, the Class 66 has become the face of nearly every freight operating rail company on the UK network, a simple, utilitarian design with an enormous, powerful engine. But with it's popularity among rail companies came a price, as it is often listed as one of the most hated locomotives ever to hit the UK rails, largely because of the slew of older BR classic locomotives it replaced from the late 1990's onward.
But is it really deserving of such a bum rap?
By the mid-1990's it was apparent that a majority of the ex-British Rail locomotives were well beyond their bloom of youth. Aside from the Class 58's of 1983, the Class 60's of 1989, and the American built Class 59's of 1985, most locomotives in the service of freight companies were coming up to 30 or 40 years old, and reliability was a major issue. Years of under-investment in the BR freight sector Railfreight Distribution, had resulted in a fleet comprised of decrepit diesels such as the Class 37's and Class 47's, being worked into the ground to keep the company rolling. Although the opening of the Channel Tunnel in 1994 was a catalyst to investments for freight trains working those particular trunk routes to the South East, with the construction of the Class 92's and the refurbishment of Wembley based Class 47's, the remainder of the freight operators, by this time led by shadow franchises Loadhaul, Transrail and Mainline, were left with a fleet that was slowly dying before their eyes. Class 47's, especially, needed a major overhaul every seven years, costing £400,000; yet had an average daily availability of less than 65% with only 16 days between major failures.
Enter Wisconsin Central, who, in 1996, bought the three franchises together with Railfreight Distribution and mail operator Rail Express Systems to create EWS, or English, Welsh & Scottish Railways. As part of the franchise commitment, the intention was to replace the ageing diesel fleet with a standard design that would reduce maintenance and operating costs substantially, with higher levels of reliability and efficiency. Looking at the fleet of diesels in general, it was noted that among the most reliable classes in the UK were the small fleet of 15 Class 59's, built by General Motors between 1985 and 1995 for private Aggregate operators such as Foster Yeoman and Hanson, as well as energy company National Power for the haulage of their coal trains between Collieries and Power Stations. These engines were, for the most part, substantially younger than the likes of the Class 20's, 31's, 37's and 47's, and more reliable than the early built Class 56's from Romania, which were infamous for their poor build quality.
Seeing their success, EWS placed an order in 1997 for 250 locomotives based on similar principles to that of the Class 59, often dubbed one of the biggest locomotive orders since the age of Steam. Locomotives were built at GM's factory in London, Ontario, and externally the bodyshell and design shared that with the Class 59. Internally though, the engines took many of GM's previous developments and updated the engine and traction motors to enable higher speeds. The new locomotive was fitted with the 20 year old design of the EMD 710 12-cylinder diesel engine, found originally in the GP60 freight locomotives of North America. However, some of GM's newer creations also made it into the mix, such as updated cab-control systems, the kind found in the Irish Railways Class 201 of 1994.
Originally designated Class 61, the first of these new locomotives arrived by boat at Immingham in June 1998, prior to proving tests at Derby. The locomotives then shipped at a rate of 11 per month into the UK via Newport Docks, until the order was completed in December 2001. After unloading, EWS engineers then simply took off the tarpaulin, unblocked the suspension, and finally as each was shipped with water and fuel, hooked up the batteries, before starting the engine and handing the locomotive into service. Almost immediately, other UK freight operators took interest in the Class, and companies such as Freightliner, GB Railfreight and Direct Rail Services also placed orders.
Upon their introduction, reliability levels for EWS's operations improved substantially. Each locomotive is specified and guaranteed to 95% availability, aiming for a minimum of 180 days mean time between failures. It is designed to cover 1·6million km between major rebuilds, equivalent to 18 years' service, with each major rebuild costed at £200,000. But with their success came the sad reality that the much loved classes of yesteryear were going to be given the push, and this is where a majority of the Class 66's unpopularity comes from. It could have been understood the replacement of the 40 year old Class 20's, 31's, 37's and 47's, as it was quite clear they were past their prime, the same could equally be said for some of the earlier Class 56's of the late 1970's. However, the line was stepped across with the withdrawal of the Class 58's and Class 60's, as the desire of EWS to have a standardised fleet, resulted in the removal of locomotives that were nowhere near life-expired. The large-scale retirement of these extremely reliable and powerful locomotives that weren't even 20 years old was seen as a travesty, and whilst some Class 60's have seen a revival with other operators as of late, the Class 58's are all but extinct, whilst many Class 60's continue to languish in yards across the UK, mostly at Toton in the East Midlands.
Nevertheless, the class continued to grow over the years, and, upon the conclusion of Class 66 production in the UK in 2014, 446 of the class were eventually built. But we can't forget also that the class has seen major success across Europe as well, with dozens of engines in operation in Germany, the Netherlands, Belgium, Luxembourg, Sweden, Norway, Denmark, France, and Poland, with certification pending in the Czech Republic and Italy.
Today, a majority of the class is still in service with a variety of operators. DB Schenker, the successor to EWS, continues to operate the largest fleet of 249 locomotives. Freightliner operates 141, DRS operates 19, GBRf operates 72 and Colas Rail operates 5. Not all of the locomotives however remain with us, as three have been written off.
The first was 66521 on the 28th February, 2001, where after hitting a Land Rover that had fallen down an embankment from the M62 motorway, a southbound GNER InterCity 225 set led by lightweight Class 82 DVT, 82221, derailed and ran straight into the path of the oncoming Class 66 which was working a northbound coal train. With an estimated closing speed of 142mph, the DVT was obliterated upon hitting the Class 66, and the freight locomotive was mangled and distorted as it was crushed between its loaded coal train behind and the passenger coaches in front. In the disaster, 10 people were killed, including 66521's driver Stephen Dunn, although his instructor Andrew Hill, who was also riding in the cab, was able to survive. The locomotive however was for the most part destroyed, and scrapped later that year.
The second was on the 4th January, 2010 involving 66048, which derailed at Carrbridge in snowy weather. Coming down the Highland Mainline with a loaded container train, it passed a signal at danger and was derailed at trap points, subsequently falling down an embankment into trees and injuring the two crew members.
The third was on the 28th June 2012, where GBRf 66734 derailed at Loch Treig whilst working Alcan Tanks. The inability of recovery crews to access the highly remote and dangerous location resulted in the engine being cut-up on site.
Additionally, many Class 66's have suffered low-speed collisions and derailments, either through faults in the track, driver error, or faults with the rolling stock.
However, despite the criticism, and often being dubbed as bland and utilitarian, the Class 66 is still a major part of the UK freight network, working behind the scenes without need of major attention so as to get the job done. Indeed it may find a home among rail enthusiasts, and perhaps one day it'll be dubbed a classic like the Class 37's and 47's it replaced, but at the moment it's the UK networks humble hero, plying its trade the best way it knows how.
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The Officine Stampaggi Industriali (OSI) was a coachbuilding company founded in 1960 in Turin by former president of Ghia Luigi Segre and Arrigo Olivetti (from the Fergat company, a manufacturer of automotive components). OSI was intended to be an independent design branch of Ghia's, focussing on niche efforts.
The short lived company made some custom built cars based on Alfa Romeo, Fiat and Ford models. One of their first contracts was to build the bodyshells of the 1960 Innocenti 950 Spider, designed by a young Tom Tjaarda at Ghia's behest. Probably its best known model outside Italy was the Ford 20M TS Coupé based on the German Ford Taunus 20M. The car was designed by Sergio Sartorelli, better known as the designer of the Type 3 based Volkswagen Karmann Ghia Type 34. Approximately 2,200 of the Ford 20M based coupés were produced, of which approximately 200 were thought to have survived through till 2010.
(Wikipedia)
Ford Escort (5th Gen Facelift) XR3i (1992-97) Engine 1796cc S4 Zetec
Registration Number K 70 TBV
FORD EUROPE
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The Escort Mark V[ platform (and Mark III Orion saloon) arrived in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension.
Initially the 1.3 L HCS, 1.4 L and 1.6 L CVH petrol and 1.8 L diesel units were carried over from the old model. This model however was poorly received by the motoring press, and was panned by journalists for its mediocre driving dynamics and unremarkable styling.
In early 1992, an all new Zetec 16-valve engine was launched bringing improved driveability, while also marking the return of the XR3i which was available with two versions of the 1.8 L Zetec engine
Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort hatchback's case, a new rear end. The crash structure was also improved, featuring side impact bars, a reinforced safety cage, improved crumple zones, front seat-belt pretensioners and airbags. This Escort was the first European Ford to feature an airbag;
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3hot at the Enfield Pagaent N. London-25:05:2015 Ref 106-303
Thundersley Invacar model 70 (1948-76)
Registration Number TJN 352 K
(Thundersley) INVACAR ALBUM
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Developed by Bert Greeves in 1948 who adapted a motorcyle with the help of his paralysed cousin Derry Preston-Cobb, for Derry's use. Spotting a comercial opportunity for such a vehicle they formed Invacar Ltd. and approached the Government.
Constructed with an ice blue fibre glass bodyshell and chain drive, tens of thousands were produced. Developments included a wider track and extended wheelbase and use of Austin Mini wheels saw the Invacars right through to the end of the final DHSS contract in 1977. With more than 50 variants produced , apart from the Invacar a number of other simular vehicles were licensed by the Ministry of Health including AC Cars, Thundersley and Tippen.
From the 31st March 2003, they became illegal on British roads, The veteran vehicle could not stand up to modern day government regulations requiring approval under the Motorcycle Single Vehicle Approval Scheme as part of a standard set by the European Union.
All Invacars were owned by the Government and leased to their disabled keepers as part of their disability benefit. Their use had been in decline since the introduction of Motobility. But there were still around 200 in use in 2003 prior to the recall and scrapping scheme
Shot 19:02:2012 at Coventry Transport Museum. Ref 81a-195
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Chassis n° 1E1944
Coachwork by Lynx
This car started life as number 3 short nose D Type built by LYNX in 1977. The car was then converted by LYNX into a LYNX XKSS in the 80s.
Bonhams : The Autumn Sale 2020
Estimated : € 250.000 - 350.000
Sold for € 184.000
Autoworld
Brussels - Belgium
September 2020
"The factory fire in February 1957 extinguished the career of the XK SS, a road-going sports car based on the D-Type. As a result of the hiatus in production, and dislocations of plans for new product lines as important as the 3.4 saloon, the XK SS was abandoned. It was a cruel fate for a car that was a true thoroughbred, made in the image of the Le Mans winner, and one of the classic might-have-beens of motoring history." – Eric Dymock, The Jaguar File.
One of the rarest Jaguars of all, the XK SS was a spin-off from the D-Type racing programme. To satisfy the FIA's sports car regulations, the D-Type had been built in numbers greatly exceeding the demand for such a specialised piece of racing equipment, and conversion to road trim was viewed as the best way of clearing unsold stocks, hence the XK SS. The idea of a road-equipped D-Type is credited to Jaguar works driver Duncan Hamilton, who fitted a windscreen and hood to his ex-factory 1954 Le Mans car ('OKV 1') in 1956.
Modifications to make the D-Type acceptable for road use included installing a seat and door on the passenger side; removing the division between driver and passenger; fitting a full-width wraparound windscreen; and heat-shielding the side-exit exhaust system. A mohair hood and detachable side screens provided weather protection, and, as twin fuel tanks and the spare wheel occupied the boot space, a luggage rack was provided on the tail. The 3.4-litre XK engine remained pretty much to racing specification, producing around 250bhp, which, in a car weighing just 18cwt (914kg), made for electrifying performance. Production commenced during the winter of 1956, but the loss of a number of bodyshells in the fire at the Brown's Lane works in February 1957 severely curtailed the XK SS programme, with the result that only 16 had been made when production ceased in November of that year.
Testing an XK SS in 1957, the esteemed American motoring journal Road & Track recorded figures of 5.2 seconds and 13.6 seconds for the 0-60mph and 0-100mph times respectively, which are none too shabby even by today's standards. With an estimated top speed in excess of 150mph, the XK SS remained the fastest catalogued Jaguar sports car for many years.
Like many other legendary sports cars, the Jaguar XK SS inspired a number of imitations. An acknowledged master in this highly specialised field is the Sussex-based firm of Lynx Engineering, which enjoys an international reputation for accuracy and quality second to none. The car we offer is the third chassis manufactured by Lynx and the first of the exclusive series of only nine such replicas built to Jaguar XK SS specification (see email correspondence on file from Lynx and the company's co-founder Chris Keith-Lucas). Its history is known from new; indeed, this XK SS served as Chris Keith-Lucas's wedding car!
Built in the late 1980s, this XK SS takes its identity from a 1967 Jaguar E-Type, chassis number '1E1944', which was registered in the UK as 'PEH 670F'. Of riveted aluminium sheet, the coachwork conforms to the original method of construction. Unlike the original, however, the Lynx XK SS is powered by a larger, 3.8-litre XK six fitted with triple-Weber induction and a stainless-steel sports exhaust system. (Its original engine was a 4.2-litre XK unit taken from a Series 1½ E-Type.) Finished in British Racing Green, the car also features competition wheels and a nicely patinated black leather interior.
Previously owned by Roland Urban, founder of the French Jaguar Drivers' Club, the XK SS was completely overhauled in the early/mid-2000s and was purchased by the current vendor in 2008. In 2009 the engine was overhauled by Paris-based Cecil Cars, while earlier this year the car received new tyres and the carburetion system was overhauled as part of a general check over (see invoice on file for €4,617 from Prestige Garage in Vence, South of France). Offering breathtaking performance with classic Jaguar style, this beautifully executed XK SS re-creation comes with valid French Carte Grise.
Originally conceived by British Leyland, the Metro was built to similar principals as those of the Mini it was intended to replace, with a small, practical platform with as much use available to the passenger as was possible. The car came under various initial guises, including the Austin Metro, the Austin miniMetro, the Morris Metro van and the MG Metro, a version of the car with a 1.3L A-Series Turbo Engine.
Although the car was launched in 1980, development of a Mini replacement had dated back to the beginning of the 70's. Dubbed ADO88 (Amalgamated Drawing Office project number 88), the Metro was eventually given the go ahead in 1977, but wanted to have the appeal of some of the larger 'Supermini' (what a contradiction in terms) cars on the market, including cars such as the Ford Fiesta and the Renault 5. Designed by Harris Mann (the same guy who gave us the Princess and the Allegro), the car was given a much more angular body for the time, but despite its futuristic looks did share many features of the earlier Mini, including the 675cc BMC-A Series engine that dated back to 1959, and the gearbox. Initial cars also included the Hydragas Suspension system originally used on the Allegro and the Princess, though with no front/rear connection. The car was also built as a hatchback, which would eventually be a key part of its success as the Mini instead utilised only a small boot.
The Metro was originally meant for an earlier 1978 launch, but a lack of funds and near bankruptcy of British Leyland resulted in the car's launch being pushed back. This delay however did allow the folks at Longbridge to construct a £200m robotic assembly plant for the new Metro line, with the hope of building 100,000 cars per year. Finally the car entered sales 3 years late and got off to quite promising initial sales, often being credited for being the saviour of British Leyland. The Metro was in fact the company's first truly new model in nearly 5 years, with the 9 year old Allegro still in production, the 1980 Morris Ital being nothing more than a 7 year old Marina with a new face, and the 5 year old Princess not going anywhere!
As mentioned, an entire myriad of versions came with the Metro, including the luxury Vanden Plas version and the sporty MG with its top speed of 105mph and 0-60mph of 10.1 seconds. Eventually the original incarnation of the car, the Austin Metro, went on to sell 1 million units in it's initial 10 year run, making it the second highest selling car of the decade behind the Ford Escort. However, like most other British Leyland products, earlier cars got a bad reputation for poor build quality and unreliability, combined with the lack of rustproofing that was notorious on many BL cars of the time.
The show was not over however, as in 1990 the car was given a facelift and dubbed the Rover Metro. The 1950's A-Series engine was replaced by a 1.1L K-Series, and the angular bodyshell was rounded to similar principals as those by acclaimed styling house Ital to create a more pleasing look for the 90's. This facelift, combined with an improvement in reliability and build quality, meant that the car went on to win the 'What Car?' of the Year Award in 1991.
In 1994 the car was given yet another facelift, with once again a more rounded design and removal of the Metro name, the car being sold as the Rover 100. Engines were once again changed, this time to a 1.5L Peugeot engine and more audacious colour schemes were available for the even more rounded design of the new car. However, the car was very much starting to look and feel its age. Aside from the fact that the design dated back to 1977, the new car was not well equipped, lacking electric windows, anti-lock brakes, power steering, or even a rev counter! In terms of safety, it was very basic, with most features such as airbags, an alarm, an immobiliser and central locking being optional extras.
Eventually the curtain had to fall on the Metro, and in 1997, twenty years after the initial design left the drawing board, it was announced that the car would be discontinued. Spurred on by dwindling sales due to lack of safety and equipment, as well as losing out to comparative cars such as the ever popular Ford Fiesta, VW Polo and Vauxhall Corsa, with only fuel economy keeping the car afloat, Rover axed the Metro in 1998 with no direct replacement, although many cite the downsized Rover 200 a possible contender. Stumbling blindly on, the next car to fill the gap in Rover's market was the 2003 CityRover, based on the TATA Indica, which flopped abysmally and pretty much totalled the company (but that's another story).
In the end only 2,078,000 Metro's were built in comparison to the 5.3 million examples of the Mini that it was meant to replace. The main failings of the Metro were down to the fact that the car was too big compared to the Mini, and the rounded old-world charm of the Coopers and Clubmans was replaced by the angular corners. Because of this the car simply didn't have the novelty that the Mini continued to claim even 20 years after the first ones left the factory, and the Mini would even go on to outlive the Metro by another 2 years, ending production in 2000, then going on to have a revival in the form of BMW's New Mini Cooper that's still being built today. Unlike the Mini, the Metro also failed to conquer the international market in the same way, scoring its 2 million units pretty much in Britain alone, although some cars were sold in France and Spain, but only to the total of a few hundred.
The Metro however survived only on fuel economy and its spacious interior, but by the early 1990's, whilst other car manufacturers had moved on leaps and bounds, Rover continued to be stuck in the past with not the money or the enthusiasm to change what was a terribly outdated and extremely basic car. Towards the end the Metro, which had only a few years earlier won awards for its practical nature, was ending up on lists for Worst car on the market.
Today however you can still see Metro's, later editions are especially common on the roads of Britain. Earlier models built under British Leyland have mostly rusted away and are apparently only down to about a thousand nowadays, but the Rover 100's and Rover Metros continue to ply their trade, a lonely reminder of how here in Britain, we can never ever seem to move on!
Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!
One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!
When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!
Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!
In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.
On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.
However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!
But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.
Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.
But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.
However, this was before we got to the biggest problem of them all, America.
Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.
But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.
However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!
So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.
The E-Type may have died a long time ago, but its reputation isn't letting up! :D
The Porsche 911 (pronounced as Nine Eleven, German: Neunelfer) is a luxury 2-door sports coupe made by Porsche AG of Stuttgart, Germany.
These 1972 and 1973 Carrera RS models, valued by collectors, are considered by many to be the greatest classic 911's of all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.
The Fiat Tipo (Type 160) is a compact car, designed by the I.DE.A Institute design house, and produced by the Italian manufacturer Fiat between 1988 and 1995.
The Tipo was initially available only as a five-door hatchback. The car was made entirely out of galvanized body panels to avoid rust, and was built on a completely new Fiat platform, which was later also used in Alfa Romeo and Lancia models.
It also stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear wheel drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years before the Tipo.
The top of the range was the 2.0 Sedicivalvole (16 valves).
The Sedicivalvole gained its engine from the Lancia Thema, and with a much smaller and lighter bodyshell to house it, this power unit brought superb performance and handling, and a top speed of around 130 mph (210 km/h), which made it faster than the Volkswagen Golf GTI of that era.
Volkswagen Golf GT Driver Mk.2 (1983-92) Engine 1595cc S4 8v 74bhp Production 6,000,000 (all Golf Mk.2's)
Registration Number D 437 CFP (Leicester)
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.
Diolch yn fawr am 67,009,228 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 67,009,228 amazing views, enjoy and stay safe
Shot 22.07.2018 at the Curborough Sprint, Curborough, Staffordshire Ref 135-347
Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!
One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!
When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!
Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!
In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.
On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.
However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!
But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.
Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.
But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.
However, this was before we got to the biggest problem of them all, America.
Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.
But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.
However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!
So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.
The E-Type may have died a long time ago, but its reputation isn't letting up! :D
Sold for £ 2.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The A90 Six Westminster was introduced at the 1954 London Motor Show alongside the smaller A40/50 Cambridge saloon range.
It used the new BMC C-Series 2.6-litre straight-six engine which, with a single Zenith carb, produced 85bhp. Suspension was independent at the front using coil springs and wishbones, with leaf springs and anti-roll bar on the live axle at the rear. The four-speed column-change transmission had synchromesh on the top three ratios.
They were as tough as old boots, and even in period competed successfully on International rallies. Nowadays they remain a long-distance rally car of choice, their eminently tuneable C-series engines able to take lots of punishment, as can the sturdy bodyshell and rugged suspension.
This superb 1956 model registers just over 32.000 miles on the clock, which although unsubstantiated, could well be correct given the superb original condition of the car. Show car or race car – those are the options. What happens next is entirely down to you.
The V5C shows five previous owners, although sadly there is no other paperwork with the car.
We do know that its last MOT took place in 2012, but it has seen so little use over the last 12 years that some recommissioning work is bound to be required, however a few weekends work should have it back to near show condition.
See more car pics on my facebook page!
From 1974 to 1982, Lotus produced the 4-seat, considerably larger Type 75 and later Type 83 Elite.
Lotus' first saloon car was front engined with rear wheel drive. Like all production Lotuses since the Elan, the Elite used fiberglass for the hatchback bodyshell, mounted on a steel backbone chassis evolved from the Elan andEuropa. It had 4-wheel independent suspension using coil springs. The Elite was Lotus' first car to use the 907aluminium-block 4-valve, DOHC, four-cylinder, 1973cc, developing 155 bhp. (The 907 engine had previously been used in Jensen-Healeys.) The 907 engine ultimately became the foundation for the 2.0 L and 2.2 L Lotus Espritpowerplants, the naturally aspirated 912 and the turbocharged 910. The Elite was fitted with a 4 or 5 speed gearbox and from January 1976 automatic transmission was optional.
The Elite had a claimed drag co-efficient of 0.30 and at the time of launch it was the world's most expensive four cylinder car.
Elites were available in 4 main specification variations, 501, 502, 503, and later on 504.
501 was the 'base' version.
502 added air conditioning to the specification of the 501.
503 added power steering to the specification of the 502.
504 added automatic transmission to the specification of the 503.
The Elite was the basis for the Eclat, and the later Excel 2+2 coupes.
Regarding performance, the Elite and the related Éclat are notable in that the stock kerb weight is not much over 2,000 lb (907 kg). Once the motors reach their power band, both acceleration and handling are impressive for cars of the era.
(Wikipedia)
Sold for £ 2.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
Launched in 1958 at the Paris Autoshow, the new Humber Super Snipe was the first large Rootes Group car to use a monocoque bodyshell, replacing the pre-war design of its outmoded predecessor.
Losing its big separate wings of old in favour of a more modern unitised chassis and body, the new design was heavily influenced by the 1955 Chevrolet and was claimed to be the largest bodyshell built in the UK at the time – a strange boast but one which the marketeers thought significant.
Initially sold with a 2,6-litre 112 bhp straight-six, a year later the Series II arrived with an improved 129 bhp 3-litre unit which took the car’s top speed over the ton - not that its customers would have approved of such behaviour. Beautifully appointed with a build quality second to none, they were popular with bank managers and Government Ministers who needed to look sober and responsible - the Snipe couldn’t have fulfilled the task better.
Offered in a bewildering range of sub-models and face-lifts, these large Snipes were superbly engineered, but their rather formal image left them trailing in the wake of their more rakish competitors such as the Rover P5B and Ford Zodiac and they never proved as popular which is a shame as they are fine cars indeed.
This lovely mid-green Series II, with its luxurious leather upholstery has had 11 previous keepers according to the accompanying V5C. Its registration number is non-transferable and it has covered 4.200 miles since 2006 according to the DVLA MOT history. It’s most recent MOT expired in February 2013 and the car has covered only a handful of miles since then, the odometer showing a total of 82.792 miles with insufficient paperwork to prove its validity.
We have had the car running since its arrival onsite, although bidders are advised that the brakes are non-operational so we have been unable to drive the car.
The stripped bodyshell of 25224, minus the rear cab sits on a pair of bogies stencilled 25100 outside Derby works, 1st September 1979. 25224 was originally D7574 and its frame was laid down during the summer of 1963 at Derby works. This was at the time that the class 25 design was undergoing two major changes. The first was electrical with the introduction of GEC series 2 control equipment, the second was a re-designed body which principally affected; the cab and the location of the air intakes. The gangway cab doors fitted to the earlier examples were rarely used and added were the cause of complaints of noise and draughts in the cabs. The removal of the air filters to the cantrail was to provide a cleaner air supply to the engine compartment. These two changes did not occur at the same time and D7574 was part of a batch of class 25’s (D7568 - D7577) built at Derby with the new control equipment but the earlier bodystyle. They were also for some reason numbered out of sequence (chronologically they followed on from D5222) with the first class 25 built with both the series 2 equipment and new bodystyle being D5233. On release from Derby works in October 1963 D7574 was allocated to Cricklewood MPD and was one of a relatively small number of class 25/2 fitted with a Stone Vapour L4610 steam heating boiler. In May 1966 it transferred to Toton and in May 1968 to Allerton. At the end of the summer timetable in 1971 there was a fleet re-organisation which was to see class 25’s allocated to the Western Region with D7574 being transferred to Laira. It would spend the next seven years based in the South West until transferred to Crewe in May 1978 where being boiler fitted it would become a regular performer on Crewe – Cardiff duties. 25224 would survive in traffic until May 1986 and was broken up by Vic Berry, Leicester in February 1987.
Praktica LTL, Ektachrome 200
John Powell photo.
I believe this one was owned by a Datsun OC member who Mr Powell knew. Pleasingly it's still MoTed although currently on SORN.
This generation of 260C was fairly rare as a saloon, as Datsun UK didn't immediately bring it out when they launched the estate car version. Within a year or so it was replaced by the 280C (same bodyshell and 330 model code, but logically with a bigger engine).
Photographed at show at the Science Museum in Wroughton, Wilts on 15/9/96.
All bodyshell painting now finished, and odd small bits of overspray tidied with acrylic, which has surprised me by how invisible the touch-ins are compared to enamel. The paint layer build up around the where the cab module fits into the main bodyshell has been addressed, so it now fits tightly, and without an obvious join.
Having hummed and hawed at ways to get the bodyshell to slip on and off, without major surgery to some of the innards, I am going to ditch that idea. At least by building a shell there is not a single evident join in the entire body, and by fitting the interior from underneath the end result should look seamless.
The blinds are now in place all round, and the lining on the lower advert panels will be painted in prior to the lettering being applied.
322482 waits departure time at Leeds working 2V36, 14:02 Leeds – Ilkley, 25th November 2013.
Unit History
In the late 1980’s British Rail built a branch off the London Liverpool Street – Cambridge Line to serve Stanstead Airport. Five new four car electric multiple units were built at York to work the new service becoming class 322. They are similar to the class 321 units and are the last units based on the Mark III bodyshell. The class worked the Stanstead services until displaced in 1997 when four units moved to North West trains for Manchester – Euston semi-fast duties. The four units returned to East Anglia in 1999 before moving to Scotrail in 2001 for duties around Edinburgh. In 2011 the class moved to Northern Rail for duties around Leeds.
Arrived Sims Metals, Newport for breaking up on the 4th August 2022.
Estimated : € 80.000 - 120.000
Sold for € 216.720
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Prototype set up by Jean Ragnotti
- A crucial link in the history of the rally versions of the R5 Turbo
- Fitted with extremely rare and unobtainable parts
- Fabulous restoration project
The origins of the Maxi 5 Turbo
The first works Renault 5 Turbo in 1980 was the Group 4 model. In 1983, the advent of Group B gave rise to a limited run of 20 cars, the famous ‘Tour de Corse’ series. As a result of the regulations, these had narrower rear tyres, which compromised the cars’ stability, according to Jean Ragnotti himself. In 1983, Patrick Landon, the head of Renault’s rally department, gave his agreement for work to proceed on the final evolution of Renault’s ‘pocket rocket’, the car that would be known as the Maxi 5 Turbo. The goal was to revert to wider rear tyres, but also to equip the car with the latest technological developments, including the DPV anti-lag device derived from Formula 1.
To achieve this, a limited series of 200 R5 Turbo 2 ‘type 8221’ cars were built in order to homologate 20 examples of the Maxi 5 with a slightly increased engine capacity, as the Maxi’s 1527cc engine (rather than the 1397cc engine fitted to the other R5 Turbos) would allow them to be fitted with 11.5in rear wheels.
At the end of 1984, the yellow and black Maxi prototype would be driven by Alain Serpaggi to open the Rallye du Var. Following this, in February 1985, the 20 cars required for homologation were presented to the FFSA in Dieppe ... and 10 were then immediately dismantled! Truth to tell, the rally department did not have the resources to assemble 20 cars and provide the after-sales support to all its customers. Only 10 cars were registered: 3 were delivered in kit form to Carlos Sainz, Renault Chartres and Renault’s competition department in Antony, and 7 had their identification plates removed to add to the stock of spare parts, thus explaining why more Maxis exist today than were assembled at the time!
The Maxi made its debut on the Critérium de Touraine from 8-10 March 1985. The victory of Jean Ragnotti, Renault’s works driver, on the Tour de Corse in May, ahead of its 205 T16, Manta 400, Audi Quattro and Porsche rivals, gave the two-wheel drive Maxi its finest hour. Driven by such talented rallymen as Jean Ragnotti, Didier Auriol , François Chatriot and Philippe Touren in France, and Carlos Sainz in Spain, its power and brutal performance left a lasting impression.
The end of Group B for the 1987 season saw the Maxi banned from international rallies, but brilliant amateur drivers such as Meyer, Thomasse, Roussel and Mathon continued to demonstrate the qualities of this ultimate Renault 5 Turbo to the public.
The Maxi 5 in the auction
The presence in the Renault the Originals Museum of three Maxis allows some interesting comparisons to be made with the car in the auction:
- The ‘yellow and black’ prototype, presented in September 1984 and driven by Alain Serpaggi as the opening car for the Rallye du Var, without a chassis number or identification plates;
- The ‘Philips’ Maxi, driven by Jean Ragnotti, chassis no. 702 and registration no. 9489 YB 91, with its authentic identification plates, referred to as C2 by Renault Sport;
- The ‘Diac’ Maxi, driven by François Chatriot, chassis no. 705, the genuine Diac car from the 1985 and 1986 seasons and fitted with its authentic identification plates (there is also a Maxi claiming to be no. 705 in Belgium).
It should be noted that the competition department in Antony had three Maxis, all registered and in Philips livery; like all the motorsport cars, as those involved at the time will readily admit, the exact identity of each car varied according to the event and the degree of preparation of each car!
So what is the Maxi offered here, without any identification plates or registration papers? It was made over to Renault Heritage in 1990 as the ‘Maquette (Model) 3’, but is it merely a display model?
No, since this car has been driven – indeed, it has 7000km on the clock – and had been fitted with identification plates, the drill holes for which are still present on the right front wheel arch.
The car is on its wheels, but is missing its engine and fuel tanks; it has the polyester, Kevlar and aluminium bodywork of a Maxi 5 Turbo, 15in and 16in magnesium wheels, suspension with combined spring/shock-absorber units and no anti-roll bar, and a competition wiring loom. The interior is virtually complete, with a multi-point aluminium roll cage and a location for the spare wheel on the engine cover; the dashboard is also complete, including the turbo boost gauge, but lacks the trip computer for the co-driver. It is equipped with a hydraulic handbrake and a brake balance control. The boot in the front is empty, except for the steering and the ‘works’ cut-out switch already used on the berlinettes in the 1973 WRC! Four ‘works’ brake callipers are supplied with the car.
After a meticulous examination of this Maxi, and comparing it to the other Maxis in Renault’s collection, we can draw the following conclusions:
The bodyshell is not that of a Maxi, but a Tour de Corse modified to Maxi-spec:
- First, it has had a turbocharger on the right next to the shock absorber turret, like a TdC, as marks from overheating indicate, whereas the turbocharger on the Maxi was not installed there;
- Secondly, the internal firewall has three openings let into it, whereas the Maxi only had two, as the turbocharger was relocated behind the co-driver;
- Thirdly, the steering is from an R5 Turbo TdC, and not a Maxi, and the traces of the stiffeners on the anti-roll bar are those of the TdC models and not the Maxi;
- Fourthly, the aluminium roll cage is not a Matter part, but a Ruby model specific to the TdC, all the Maxis having been equipped with Matter roll cages.
The rear strut brace (which is missing) was not that fitted to the Maxi, but rather the first TdC models, as can be seen from its mountings.
On the other hand, several items are similar to a Maxi:
The car has been fitted in the past with a complete Maxi engine, and the water injection tank on the left at the rear is still present, as is the exhaust outlet tube ahead of the right rear wheel, showing that a Maxi turbocharger was installed there.
The mounting plate for the large air filter, originally from a Renault truck, is still in place on the rear valance. It may also be noted that two oil coolers are still fitted in the left and right wings.
The car has a fuel filler on the left wing, with a small Lebozec aviation-type cap.
At present, it has the conventional windscreen wiper set-up from the R5 Turbo, which is also found on some Maxis, but the holes (now plugged) show that the Marchal wipers specific to the Maxi were fitted there.
As far as the rear suspension is concerned, it is a Maxi assembly with a specific attachment for the lower wishbones to the side members, as François Bernard has confirmed..
The front suspension is very interesting: the machine-welded hub carriers are very similar to those of a Maxi, but nonetheless different. They are not, of course, those fitted to the Tour de Corse, as these were made from cast metal.
The front wheel arches are made from polyester and are of the Maxi type.
The front strut brace is identical to those fitted to the Maxi, whereas the TdC had two smaller-diameter braces; in addition, the trapezoidal box section between the two sides of the bodyshell behind the axle, specific to the Maxi, is present.
The conduits for the UV joints (which are missing) at the rear of the chassis have been treated in the same way as on the Maxi, with a small section cut out to increase the clearance for them, and you can see the small tubular tie-rod between the side member and the shock absorber turret from the Maxi, which differs from the strengthening piece fitted to the TdC model.
Naturally, the roof and doors are made from aluminium, and there are two brake master cylinders. All the bodywork parts are those of a real Maxi, including the very specific rear bonnet fastenings.
It should be noted that there is no roof vent, as found on some Maxis.
At this stage in our research, it seems highly likely that this Turbo was in fact a development prototype for the Maxi 5 Turbo. This view is supported by the very precise recollections of the chassis engineer François Bernard regarding the car’s development. During 1983, it was decided to develop a four-wheel drive R5 Turbo, to replace the Tour de Corse. This was intended to adopt several technologies for its engine from the F1 cars, and the project was named ‘NG’ (for new generation). The engineering choices made included installing a DPV anti-lag device, water injection and a Kugelfischer pump. Given the cost of homologating a 4WD version, however, Renault's management turned to a 2WD model, which would be the fastest ever built. And therein lies the explanation for these surprising front stub axles, the centre of which had been designed to accommodate the UV joints for the front axle of the 4WD car!
In the summer of 1983, a prototype engine for the future Maxi was installed in a white Tour de Corse car. The initial tests were carried out with Jean Ragnotti at Malaucène in the Vaucluse in November 1983, and then at Le Luc in Provence. The engine was still a 1397cc unit. The prototype had a Ruby roll cage rather than a Matter one, and it had undergone the mechanical changes specified by the engine designer Philippe Coblence as well as the chassis engineer. Very quickly, this TdC/Maxi became known as the B Zero, but it kept its white livery. In addition, François Bernard confirmed that the steering was from a Tour de Corse and not a Maxi; the yellow and black prototype would be the first to have the very special steering set-up, resembling that fitted to a single-seater. When the yellow and black car appeared in autumn 1984, the B0 prototype, which had gradually been fitted with the body components characteristic of the Maxi during its career, was still used occasionally, before becoming dormant and, most likely, being stored in the third hangar at Renault Sport in Antony. In 1990 therefore, it is this prototype which is believed to have been passed on to Renault Heritage as a display model, and it was at this point that it was repainted: originally white, it took on the blue and red ‘Philips’ colours, like a copy of the Maxi C2 which won the Tour de Corse in 1985, with no attempt made, however, to mask the running gear or front boot!
It therefore appears virtually certain that the car presented here is the B0 prototype used from 1983-1984 by Jean Ragnotti to set up the definitive version of the Maxi 5 Turbo. Starting from a Tour de Corse bodyshell that had already had a previous life, the Renault Sport team applied all the specific chassis and engine features from the legendary Maxi to this car, with the exception of the steering. With its Philips livery, this prototype – which might be termed ‘ex-Ragnotti’, since it was set up by the famous and hugely popular French rally driver – is a crucial link in the history of the R5 Turbo, as it represents the passing of the baton from the TdC (20 cars built) to the Maxi (10 cars). With its numerous very rare components, it deserves to find a complete engine and to breathe in once again the heady aroma of the asphalt!
Sold for £ 1.200
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
Humber introduced the Super Snipe model in 1938, a big and impressive six-cylinder machine aimed at government officials, military top brass and upper-middle-class management types.
For 1958 it was restyled as the ‘New Super Snipe’, losing the big separate wings of old in favour of a more modern unitised chassis and body which was heavily influenced by the 1955 Chevrolet. Claimed to be the largest bodyshell being built in the UK at the time, it certainly looked the part, getting even more impressive in 1960 when the Series III version gained quad headlamps.
The Series IV of 1962 had a sleeker profile with a larger glass area and opening rear quarterlights to extract the Brigadier’s pipe smoke more efficiently. The rear compartment also gained picnic trays, four ashtrays and two cigar lighters! Under the bonnet lurked a more powerful 132,5 bhp 3-litre engine, while a higher ratio rear axle and a larger 16-gallon fuel tank extended the range between pit stops.
First registered in May 1964, this Series IV had just one owner from new until 2011 when it was acquired for the collection. While the last MOT expired in December 2012 (with no advisories recorded), it is not running at present and will doubtless benefit from some thorough recommissioning before use, a process which will be eased by the informative Olyslager manual which comes with the car.
Now looking somewhat down at heel with various loose wires under the dash, it could do with a bit of general tidying to bring it back to the standard that one’s commanding officer would expect.
Towards the end of the 1970's, British Leyland was in a state of absolute despair. Shoddy and dated car designs married to biblical unreliability meant the company was facing near meltdown, and obviously came to the conclusion that they needed someone else to take the helm before the ship properly sank. Enter the Japanese, more to the point, Honda!
Since the 1960's, the Japanese had shown the world that they can mass-produce reliable cars, and thus were raking in sales by the million as people turned from their flaky European models to the highly efficient Japanese alternatives. Desperate to stop their market being swept out from under them, European Manufacturers imposed heavy import taxes on Japanese imports so as to try and price them out of the market, which meant builders such as Toyota, Honda and Mitsubishi were losing a fortune. The alternative past this blockade was to combine their efforts with some of the more struggling car companies of Europe so as to create hybrid cars.
And thus the Triumph Acclaim was born!
Based almost solely on the Honda Ballade, essentially all that differentiated it was the Triumph badge, and the fact that the car was built at the Cowley Plant near Oxford using the former production lines of the Austin Maxi. The intention largely was to replace the 10 year old Triumph Dolomite as the 4-door saloon of the company. Unlike the Ballade however, the car did come with much more luxury features as with a Triumph badge, the car was intended to be more higher market than the conventional Japanese equivalent. But most importantly, the car has the distinction of being the first truly reliable British Leyland car (and it only took them 12 years to get it right!)
Basically, the car's major components were built in Japan and shipped to Cowley, where they were placed into the locally built bodyshells. Build quality was very good too, with the leaky panels and rough ride seemingly absent, and holds the record for the fewest warranty claims on a British Leyland car. However, Japan may have shown Europe how to build a reliable car, but they didn't know how to build a car that didn't rust. Much like it's Japanese counterparts, the Acclaim rusted like crazy. In Japan this was seen as planned obsolescence, with the intention being that a new model would replace it in two or three years time. But in Britain, cars are built to last, with models going unchanged almost completely for years and even decades. Examples being the Mini, which didn't change in any way, shape or form between its launch in 1959 and its demise in 2000!
But still, despite the terrible rusting problem, the car's reliable nature resulted in 133,000 cars being sold, and became the first Triumph to be within the Top 10 highest selling cars since 1965. However, in the end the Acclaim's show of being a good, reliable car was merely a testbed for the variety of other Japanese style products British Leyland intended to push in the near future. After only 4 years of production, the Triumph Acclaim was shelved in 1984 along with many other British Leyland products such as the Austin Ambassador and the Morris Ital so as to rationalise the company into a small number of highly reliable machines based off the Triumph Acclaim's Japanese based success. From the Acclaim, the Rover 200 was a direct descendant, being based heavily on the next generation Honda Ballade, but also spurring from this plucky car was the mechanicals of the Austin Maestro and Montego.
The ending of Acclaim construction in 1984 also brought the end to the Triumph badge itself on motorcars. Although Triumph still exists on motorbikes, the car division has long since perished, together with Austin and Morris. As for the Acclaim itself, it is truly one of those rarities you won't find everyday. Today only 488 are left, which, although much more than the remaining Ital's and Ambassadors of the same period, is still a very low number. But even so, the Triumph Acclaim did show British Leyland how to make a reliable machine, even though it technically wasn't a British machine in the first place!
Named after Tazio Nuvolari, Italy's leading prewar racing driver, who drove it in the 1947 Mille Miglia, this "speeder" was given a very original style under the direction of Giovanni Savonuzzi, Cisitalia's chief engineer from 1945 to 1948. It has an all-aluminum bodyshell and its streamlined fins are barely noticeable on the rear mudguards. The Museum's exhibit is one to the 10 or so that still remain out of the approximately 20 built from 1947 to 1948.
The Big Five - Presenting the European National Motormuseums
Museo Nazionale dell'Automobile - Turin, Italy
Interclassics Brussels 2017
Brussels Expo
Belgium
November 2017
I shot this ad for the December '08 issue of Mustang Enthusiast Magazine.
This was built by Autoworks International for Dynacorn with a Dynacorn Replacement Body Shell.
Lancia Fulvia 1600 Sport Zagato (first series) (1965-69) Engine 1584cc V4 DOC
Registration Number LNV 487 L (Northampyonshire)
LANCIA SET
www.flickr.com/photos/45676495@N05/sets/72157623795824232...
he Fulvia Sport was a fastback 2-seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions. The Series 1 was launched at the 1965 Turin Motorshow. Three peculiarities of the Sport body were the engine bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of centimetres to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate.
The second series Fulvia Sport was launched at the 1970 Turin Motor Show. Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres. The body was now all-steel, and seated 2+2 passengers. Some of the Zagato's most unusual features were lost: the bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Several other changes set the second series apart from the first: new driving lights, side mirror moved from the wing to the door, larger bullet-shaped tail lights from the Peugeot 204, and stamped steel wheels without hubcaps
The Series II 1.3S shared the same engine as the Series Ibut with five speed transmission. Very early versions of these Series 2 cars were fitted with Series I bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all-steel bodyshells, no spare wheel hatch, and larger rear lights.
Many thanks for a fantabulous
48,254,999 views
Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-319
Rover SD1 is both the code name and eventual production name given to a series of executive cars built by British Leyland (BL), under the Rover marque. It was produced through its Specialist, Rover Triumph and Austin Rover divisions from 1976 until 1986, when it was replaced by the Rover 800. The SD1 was marketed under various names including Rover 3500, Rover 2300 and Rover Vitesse. In 1977 it won the European Car of the Year title.
In "SD1", the "SD" refers to "Specialist Division" and "1" is the first car to come from the in-house design team. The range is sometimes wrongly referred to as "SDi" ("i" is commonly used in car nomenclature to identify fuel injection).
The SD1 can be considered as the last "true" Rover, being the final Rover-badged vehicle to be produced at Solihull, as well as being the last to be designed largely by ex-Rover Company engineers and also the final Rover car to be fitted with the Rover V8 engine. Future Rovers would be built at the former British Motor Corporation factories at Longbridge and Cowley; and rely largely on Honda.
Design
The new car was designed with simplicity of manufacture in mind in contrast to the P6, the design of which was rather complicated in areas such as the De Dion-type rear suspension. The SD1 used a well-known live rear axle instead. This different approach was chosen because surveys showed that although the automotive press was impressed by sophisticated and revolutionary designs the general buying public was not, unless the results were good. However, with the live rear axle came another retrograde step – the car was fitted with drum brakes at the rear.
Rover's plans to use its then fairly new 2.2 L four-cylinder engine were soon abandoned as BL management ruled that substantially redesigned versions of Triumph's six-cylinder engine were to power the car instead. The Rover V8 engine was fitted in the engine bay. The three-speed automatic gearbox was the BorgWarner 65 model.
The dashboard of the SD1 features an air vent, unusually, directly facing the passenger. The display binnacle sits on top of the dashboard in front of the driver to aid production in left-hand drive markets. The air vent doubles as a passage for the steering-wheel column, and the display binnacle can be easily fitted on top of the dashboard on either the left or right-hand side of the car.
An estate body had been envisaged, but it did not get beyond the prototype stage. Two similarly specified estates have survived, and are exhibited at the Heritage Motor Centre and the Haynes International Motor Museum respectively. One was used by BL chairman Sir Michael Edwardes as personal transport in the late 1970s. The two cars as befit prototypes differ in the detail of and around the tailgate. One car has a recessed tailgate, while the other has a clamshell arrangement, where the whole tailgate is visible when closed.
The SD1 was intended to be produced in a state-of-the-art extension to Rover's historic Solihull factory alongside the TR7. It was largely funded by the British government, who had bailed BL out from bankruptcy in 1975. Unfortunately this did nothing to improve the patchy build quality that then plagued all of British Leyland. That, along with quick-wearing interior materials and poor detailing ensured that initial enthusiasm soon turned to disappointment.
Initial model and first additions to range
Rover 2300 6-cylinder engine, in situ in SD1
This car was launched on its home market in June 1976 in liftback form only, as the V8-engined Rover 3500: SOHC 2.3 L and 2.6 L sixes followed a year later. The car was warmly received by the press and even received the European Car of the Year award for 1977. Its launch on the European mainland coincided with its appearance at the Geneva Motor Show in March 1977, some three months after the Car of the Year announcement. Dealers had no left-hand drive cars for sale, however, since production had been blocked by a tool makers' strike affecting several British Leyland plants and a "bodyshell dispute" at the company's Castle Bromwich plant. Closer to home, the car and its design team received The Midlander of the Year Award for 1976, because they had between them done most in the year to increase the prestige of the (English) Midlands region.
Poor construction quality was apparent even in the company's press department fleet. The British magazine Motor published a road test of an automatic 3500 in January 1977, and while keen to highlight the Rover's general excellence, they also reported that the test car suffered from poor door seals, with daylight visible from inside past the rear door window frame's edge on the left side of the car, and a curious steering vibration at speed which might (or might not) have resulted from the car's front wheels not having been correctly balanced. Disappointment was recorded that the ventilation outlet directly in front of the driver appeared to be blocked, delivering barely a breeze even when fully open; the writer had encountered this problem on one other Rover 3500, although he had also driven other cars of the same type with an abundant output of fresh air through the vent in question. Nevertheless, in March 1977, Britain's Autocar was able to publish an article by Raymond Mays a famous racing driver and team manager during, in particular, the 1930s, 1950s and 1960s, in which Mays explained why, after driving it for 12,000 miles, he considered his Rover 3500 was "the best car he [had] ever had", both for its many qualities as a driver's car and for its excellent fuel economy even when driven hard. Similar problems persisted until 1980 and were reported in tests of the V8-S version.
In television shows John Steed in The New Avengers and George Cowley in The Professionals both used yellow Rover 3500 models. Although using different registration numbers both were possibly the same car.
[Text from Wikipedia]
Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!
Note in the background the 1957 Jaguar XKSS, a car spawned from the famous racing D-Type and spiritual older brother to the E-Type.
One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!
When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!
Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!
In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.
On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.
However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!
But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.
Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.
But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.
However, this was before we got to the biggest problem of them all, America.
Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.
But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.
However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!
So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.
The E-Type may have died a long time ago, but its reputation isn't letting up! :D
Class 57 no 57309, named "Brains", stabled at Rugby on 26 September 2007.
57309 was built in 2003 using the bodyshell of Class 47 no 47806. 47806 was built by Brush Traction in 1966 and was originally numbered D1931. It was renumbered to 47254 under TOPS in March 1974, and then became 47651 in 1986 when fitted with eth.
57309 is currently owned by DRS and is now named "Pride of Crewe".
Fiat began designing the Ritmo hatchback – as a replacement for the 128 sedan – in 1972, following the body style of its 127 supermini as European manufacturers began launching small family hatchbacks, notably the Volkswagen Golf in 1974.
Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat instead gave its new car the Ritmo name, rather than another three digit number. Offered in 3- and 5-door hatchback and cabriolet body styles – from 1978 to 1988 with two facelifts.
The Ritmo was manufactured at the Cassino plant using a system developed by its subsidiary Comau, the "Robogate" system – which automated the bodyshell assembly and welding process using robots, giving rise to its advertising slogan "Handbuilt by robots", immortalised in a television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini's The Barber of Seville. The exterior has plastic bumper fascias integrated into the styling which combined strong round shapes with overall sharp lines, achieving a drag coefficient of Cd=0.38.
This rare classic Clan Crusader is chassis number 24 of a production run of 350 and was registered in Bradford in February, 1972, still carrying its original Rootes Group 875cc engine, it has travelled in excess of 200,000 miles. It appeared on display at Buckley town's Fun Day on 7th May, 2023.
Info below is by courtesy of The Clan Crusader's owners club:-
The Clan Crusader
The Beginning – 1971
The Clan Crusader is a fibreglass monocoque sports two-seater, powered by the Rootes Imp Sport engine, with suspension and main running gear from the same manufacturer. The Crusader was originally conceived by a group of Lotus engineers in the late ’60s. Paul Haussauer formed the Clan Motor Company and developed a prototype vehicle with the assistance of Brian Luff. The styling for the Crusader was by John Frayling.
Initial production of the first few cars started in a nursery factory in Washington, Tyne-and-Wear. They were completed and registered by July 1971. A purpose built factory unit was leased, taking advantage of government grants designed to improve employment in the area.
By the official start of production, in September 1971, five cars a week were being produced. This continued despite the coal miners’ strike the next winter, the knock on effect of which caused supply problems. This prevented, to some extent, the growth of production, the factory being capable of four times this throughput.
Approximately 350 cars were built by Clan Motor Company including 19 specifically for competiton use. Some at the beginning being sold in component form, i.e. bodyshell fully trimmed, all wiring, glass and piping fitted. (in the same way as Lotus Elans) to beat the 25% purchase tax. With the advent of VAT, component kits were dropped. In May 1972 the Crusader was successfully crash tested at M.I.R.A.
Production ceased in late 1973 due to the company’s financial difficulties, even though sales were still good. Several finished and part-finished cars were sold after the company’s closure.
1974 – 1981
The company and a large proportion of its assets were bought by Cypriot Truck manufacturer Mr. Andreas Kaisis. The stock and body moulds were shipped to Cyprus. Unfortunately the Turkish invasion of Northern Cyprus prevented the resumption of Clan production on the island.
In the meantime in Britain, the Crusader had been doing well as a competition car. Brian Luff who was involved in the Crusader’s early development produced a new mould tool by using an existing Clan body shell. Brian was able to supply body shells, panels and windscreen glass to people rebuilding or scratch building cars, mostly for competition use. Brian stopped building shells in 1981.
1982
The parts languished for several years in Cyprus before being brought back to Britain by Ian Hopper, a colleague of Paul Haussauer the ex M.D. of Clan Motor Company.
A new company ‘Clan Marketing’ was formed in the early 1980’s their aim was to re-introduce the Clan and develop the car for the 80’s and beyond. Two of the original unfinished cars that were shipped to Cyprus were returned and completed.
Initially making shells to take the engine from the Imp sport the company also produced a series of development shells and cars that were suitable for a range of engines including the Ford XR2, Peugeot 205, Fiat X1/9 and the Talbot Samba, approximately 10 were produced for the Imp sport.
Development work on a new Clan using a Peugeot engine continues. (see also ‘Present Day’ below)
Present Day
The Imp based mould tools from the Northern Ireland operation were purchased by two prominent Clan Owners Club members, Dave Excell and Dave Weedon. The “two Daves” can supply any fibreglass part from a small repair panel to a complete bodyshell.
Advanced Composite shells are available for the competition orientated owner.
Bond Ranger Van Mk.G (1961-66) Engine 247cc Single Cylinder Villiers two stroke
Production 3253 (all body styles)
Registration Number BMU 441 A
BOND SET
www.flickr.com/photos/45676495@N05/sets/72157623759866604...
Last of the line of the Bond Minicar dating back to 1949, originally built by Sharp's Commercial Ltd. until the change of company name to Bond Cars ltd. in 1964, both companies based in Preston. The basic concept for the minicar was derived from a prototype built by Lawrence "Lawrie" Bond, an engineer from Preston and former aeronautical designer for the Blackburn Aircraft Company. Sharp's Commercials was a company contracted by the Ministry of Supply to rebuild military vehicles, seeing the post-war downturn in orders of military vehicles Bond approached the Managing Director of Sharp's, Lt. Col. Charles Reginald 'Reg' Gray, to ask if he could rent the factory to build his car. Gray refused, but said that instead, Sharp's could manufacture the car for Bond and the two entered into an agreement on this basis. The car proved popular in the UK market, where its three-wheel configuration meant that it qualified for a lower rate of purchase tax, lower vehicle excise duty and cheaper insurance than comparable four-wheel cars. The three-wheel configuration, low weight and lack of a reverse gear also meant that it could be driven on a motor cycle licence. In April 1962 the purchase tax rate of 55 percent, which had been applied to all four-wheeled cars sold in the UK since the war was reduced to 45 per cent, in November 1962 it was reduced by another 20 per cent to 25 per cent – the same rate as that applied to three-wheelers. This rapid change meant that at the point of sale, some three-wheelers became more expensive than four-wheeled cars like the Mini, resulting in a sharp decline in sales, from this point and the final Minicar was produced in 1966 by the end of production 24,482 Bond Minicars had been produced
The Mark G was billed as a new line Minicar and proved the final evolution, still based to a large extent on the bodyshell of the Mark F. With a revised shape fibreglass roof, new doors, new windscreen with opening quarter lights and bigger wheels largely transformed the cars appearance. However, although the car was similar in layout to the Mark F, almost everything mechanically about the Mark G was different with very few components carried over. Steel supports around the quarter lights allowed the windscreen to be both more steeply raked and moved forwards to provide more interior room. This also allowed a properly sprung bench-type rear seat to be fitted capable of seating two adults. The front seats were adjustable for position and the passenger side now folded much further forward than on previous models to allow easier access to the rear though the doors were still felt to be too narrow for easy entry.
Production of the Mark G began in August 1961 and initially the Bond 250 G Minicar was the only version available.
Under the bonnet, the car utilised the new Villiers Mk 35A unit designed specifically for the car. A development of the 9E, this incorporated numerous mechanical refinements to improve strength and reliability albeit slightly to the cost of overall power, now rated at 11.5 bhp (9 kW; 12 PS) at 4,500 rpm. Rear suspension was completely revised, with trailing arm units controlled by Armstrong dampers. The rod and cable brake systems of previous cars was also replaced by Lockheed hydraulic brakes acting on all three wheels.
Two further models were added to the range in 1962, the Bond 250 G Estate and the Bond 250 G Ranger. The estate featured a large hatchback, hinged at the roof. Inside, the rear seats could be folded flat reversed (so the passengers faced the rear or removed entirely.On the Ranger version the rear seats and rear side windows were omitted.
Shot 25:04:2012 Chasewater Transport Show, Chasewater, Brownhills, Staffordshire Ref: 84-035
Bonhams : the Zoute Sale
Estimated : € 50.000 - 80.000
Sold for € 51.750
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
'The Mustang can be tailored to be anything from a gentle in-town ladies' car to an impressive 130mph highway performer. Undoubtedly its almost infinitely variable personality is one of the car's chief attractions...' - William S Stone, 'The Ford Mustang'.
Ford created a new class of car almost overnight with the introduction of the Mustang sports coupé part way through the 1964 season, catching the rest of the US auto industry off guard. Brainchild of Lee Iacocca - subsequent saviour of the Chrysler Corporation – the Mustang is one of the most remarkable automotive success stories of modern times and arguably the pinnacle of his long career with Ford. Aimed at the affluent young, for whom a car was as much a lifestyle statement as means of transport, the Mustang succeeded brilliantly, achieving sales in excess of a quarter million by the end of '64. This remarkable debut was followed by a staggering 524,791 sales in 1965, earning Ford a fortune.
The secret of the Mustang's success was a broad appeal that extended beyond the target market thanks to a great value-for-money package combining sporty looks, decent economy and brisk performance. Mustangs could be ordered in specifications ranging from six-cylinder 'economy' to V8-powered luxury, while customers could choose from an extensive range of factory options, with the result that seldom are two Mustangs identical.
In 1994, Mr John Wilson from Hillsborough, California was looking for an original rust-free, undamaged and all matching numbers Ford Mustang. He found this car in San Francisco and purchased it from the original owner. The Mustang had covered relatively few miles and had not been run for the preceding ten years. Mr Wilson drove the Mustang for three years, and in 1998 decided to restore it to factory-original show standard, commissioning one of the West Coast's most renowned specialists, Potts Restorations of Burlingame, to carry out the work. Working with Potts, the owner spared no expense in his pursuit of perfection. The Potts team methodically disassembled the Mustang down to the bar bodyshell and carefully worked their way upwards, incorporating all 'new-old-stock' parts. Noteworthy features include automatic transmission, power brakes, power steering, electric hood, radio, 'Pony' wheels, and whitewall tyres.
This car is fully matching and correct in every detail, having been restored to the same state it left the factory in 1965. Completed in 2000, the Mustang was shown widely across the USA for the next few years, winning the 'Best in Show' award at every event entered. For two years in a row, it was the MCS Grand National winner as the best Mustang in the country – the ultimate accolade. Other important awards include: Gold AACA Grand National (2001, 2002); ISCA Best Antique Restored Senior Award (2002); ISCA Eastern Division Class Champion (2003); and Carolina Grand National Gold (2000-2003). Over 30 awards come with the car, which 15 years later is still in effectively 'as new' condition, exactly as it left the factory in 1965. Offered with California Certificate of Title and Netherlands registration papers, this breathtaking Mustang is worthy of the closest inspection.
W111
2.192 cc
120 PS
2.729 ex.
Bonhams : the Zoute Sale
Sold for € 103.500
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
'In the design of the 220 SE coupé, practical considerations have sometimes been given up for better looks, but the car gives passengers as well as the driver a fine feeling of safety, based in fact on first-class road-holding, excellent brakes and precise steering, not to mention the extreme comfort of the wide, well-upholstered individual front seats.' – Car & Driver.
Mercedes-Benz debuted four new models at the Frankfurt Show in 1959 - the 220 SEb among them - all of which shared the same basic unitary-construction bodyshell and all-round independent suspension. Longer than their predecessors, these elegant newcomers featured a wider radiator shell, wrap-around windscreen, wider rear window, and vertically positioned twin headlamps. The new 220 SEb retained the fuel-injected, single-overhead-camshaft engine of the previous 220 SE, though maximum power of the 2,195cc six was increased by five horsepower to 120bhp (DIN). Top speed was now 107mph (170km/h) with 60mph (97km/h) attainable in under 14 seconds. Coupé and Cabriolet models appeared in 1960 and 1961 respectively, minus the already dated-looking tail fins of the saloon. More modern in style, the luxurious 220 SEb Coupé and Cabriolet were better appointed too, being equipped as standard with a rev counter and leather upholstery, while four-speed automatic transmission with floor-mounted gearchange lever was avaiable as an option. Front disc brakes were fitted from the start of production, a benefit not enjoyed by the 220 SEb saloon until 1962. By the time production ceased in October 1965, fewer than 17,000 220 SEb Coupé and Cabriolet models had been manufactured, and today these stylish and luxuriously equipped Grand Tourers are highly prized.
Delivered new via the Mercedes-Benz sales organisation in Switzerland on 29th May 1963, this 220SEb Cabriolet has been in the vendor's private collection since 1999. We are advised that the previous owner's widow stated that her husband was the sole owner in Switzerland, but here are no documents surviving from this stage of the car's life.
Since 1999, restoration and maintenance have been documented by invoices and photographs. Having commenced in 2003, restoration of the bodywork was completed in 2009 using original Mercedes-Benz panels as far as possible, while any unobtainable panels were made by hand (no off-the-shelf panels were used). The car was then repainted in the original colour (DB 190 graphite grey) with subsequent cavity sealing. These works are documented by numerous photographs in addition to the invoices. The mechanicals were fully tested and, where necessary, reconditioned; since then, only regular maintenance has proved necessary as no repairs have been needed. A list of the works carried out is available on request.
The bumpers and sill trim strips were newly chromium-plated during the restoration; the remaining trim is described by the vendor as in a good-to-very-good original condition. The red leather upholstery is still largely original as are the nicely patinated door panels and carpets. All wood trim was re-veneered, and the interior also features a period-correct Blaupunkt Frankfurt radio with MP3 adapter and Hirschmann electric antenna. The rebuilt convertible hood is made of original-specification 'Sunland' fabric with horsehair padding, while the tonneau cover is new (shrunken original with car). An original power steering system as well as the obligatory hazard-warning flasher has been retrofitted. The wheels are shod with new Vredestein Sprint Classic tyres (185/80 R14) and the battery likewise is new. In March 2017, a cosmetic and mechanical overhaul of the engine ancillaries was carried out, though no repairs were found necessary. Driven regularly and ready to enjoy, this elegant Mercedes-Benz soft-top is offered with copy data card, German 'Historic' registration papers, and TüV.
This one has the badge Jaguar 3.8 LITRE on the hood (bonnet), and Jaguar 3.8 S on the trunk (boot). The overall design looks a bit different than the Mark II, and in fact it turns out that this is an S-Type. So, quoting from Wikipedia: Jaguar S-Type (1963-68):
• • • • •
The Jaguar S-Type was produced from 1963-68 as a technically more sophisticated development of the Jaguar Mark 2. It sold alongside the Mark 2, as well as the Jaguar 420 following its release in 1966. The 1960s S-Type should not be confused with the retro-styled Jaguar S-Type sold from 1999.
Contents
[hide]
•• 2.1 Engines
•• 2.4 Styling
•• 2.6 Interior
• Production
1963–1968
3.4-litre S-Type – 9,928
1963–1968
3.8-litre S-Type - 15,065
• Successor
• Class
4-door saloon
• Layout
4-speed manual; 4-speed manual/overdrive; or 3-speed automatic options available
2,730 mm (107 in)
• Length
4,750 mm (187 in)
• Width
1,683 mm (66 in)
• Height
1,416 mm (56 in)
1,625 kg (3,583 lb)
• Related
History
The Jaguar Mark 2 was introduced in 1959 and sold throughout most of the 1960s. It had a live rear axle and was powered by the XK six-cylinder engine first used in the Jaguar XK120 of 1948. In the Mark 2 the engine was available in 2.4, 3.4 and 3.8 litre capacities.
In 1961 Jaguar launched two new models. The full size Jaguar Mark X saloon (pronounced "mark ten") used Jaguar’s new independent rear suspension and a triple SU carburettor version of the 3.8 litre XK engine. The other new car for 1961 was the Jaguar E-Type sports car, which shared the same 3.8 litre engine as the Mark X but used a scaled down version of the independent rear suspension.
Having released the Mark X, with its many technical refinements, Jaguar boss Sir William Lyons expected the Mark 2 would need updating with similar features if it was to retain its place in the market. Accordingly, work began on developing the S-Type (codenamed "Utah Mk III", the Mark 2 having been “Utah Mk II”) as soon as development work was finished on the Mark X.
The S-Type was a major redevelopment of the Mark 2. It used a mid-scale version of the Mark X independent rear suspension to replace the Mark 2's live rear axle and featured longer rear bodywork, among other styling and interior changes. The S-Type was available with either 3.4 or 3.8 litre XK engines but only in twin carburettor form because the triple carburettor setup would not fit into what was essentially still the Mark 2 engine bay.
By the time of the S-Type’s release in 1963, the Mark 2 remained an unexpectedly strong seller despite its age. Although the Mark X was selling less well than hoped, especially in its intended market of the USA, Sir William decided to retain all three models in the Jaguar range concurrently. The Mark X was renamed “420G” in 1966 and was joined by another new model, the 4.2 litre 420. The 420 was developed to replace the S-Type but because some demand remained for the S-Type, all four saloon models (Mark 2, S-Type, 420 and 420G) remained on sale until the arrival of the Jaguar XJ6 in 1968. The XJ6 replaced all but the 420G in the Jaguar range.
Development
Engines
No new engines were developed for the S-Type. It was first released with the twin carburettor variant of the 3.8 litre XK engine, the same as that which had powered the 3.8 litre Mark 2 but which was no longer offered on the Mark 2 after the release of the S-Type. The 3.8 litre was the only engine offered on S-Types sold into the US market.
The lower powered 3.4 litre S-Type used the same 3.4 litre engine as the Mark 2. It was released a few months after the 3.8S and was not made available at any stage on Jaguar’s press demonstrator fleet in the UK. Whereas the 3.4 litre remained the most popular engine option for the Mark 2, the 3.8 litre S-Type outsold the 3.4S in the ratio 3 to 2.
Mechanical
Despite the S-Type’s weight gain of 152 kg (335 lb) over the Mark 2, no changes were deemed necessary to the Dunlop four-wheel disc braking system.
Major changes were made to the S-Type’s steering system. The Burman power steering system in the Mark 2, with its 4.3 turns lock-to-lock, was regarded as being excessively low geared and lacking in road feel. In the S-Type it was replaced by a higher-geared Burman unit of 3.5 turns lock-to-lock, which linked the input shaft and hydraulic valve by a torsion spring to improve its ‘feel’.
The heating and ventilating system of the Mark 2 was not considered adequate for the more upmarket S-Type and was replaced with an improved system. Separate control of ventilation direction was provided for both driver and front seat passenger. Warm air could also be directed to the rear passengers through an outlet situated on the propellor shaft tunnel cover between the two front seats.
Suspension
A key element of the Mark X that Jaguar wanted to include in the S-Type was its sophisticated, and by then widely acclaimed, independent rear suspension. The suspension was a revelation at the time of its introduction, and remained the benchmark against which others were judged until the 1980s. Essentially a double wishbone setup, it used the driveshaft as the upper wishbone. It carries the drive, braking, suspension and damping units in a single fabricated steel crossbridge, which is isolated from the bodyshell by rubber blocks. Including this suspension in the S-Type necessitated the development of a new crossbridge suitable for its 54” track, coming as it did between the 58” track of the Mark X and 50” track of the E-Type.
The S-Type used the same subframe mounted, coil sprung, twin wishbone front suspension as the Mark 2.
Styling
Sir William wanted to introduce some of the Mark X’s sleeker and sharper lines into the S-Type but with limited time and money available, most effort was applied to restyling the rear bodywork. The S-Type was given extended rear bodywork similar to that on the Mark X, which also gave it a much larger boot than the Mark 2. Relatively minor changes were made to the frontal styling of the car in an attempt to balance the longer rear styling but the overall affect at the front was still very rounded. The only change made to the centre section was to flatten and extend the rear roofline, which made the car look larger and helped to give rear seat passengers slightly more headroom.
The styling of the S-Type was regarded by many of those who worked on it as being not altogether successful. The mismatch between the horizontal lines of its rear styling and the rounded front was least flattering when viewing the car from the front quarter. Ref. [1] quotes Cyril Crouch, Assistant Chief Body Engineer at Browns Lane during development of the S-Type, as saying “We ourselves appreciated what an ugly looking car it was, and when it came out there was a ...’Is that the best you can do?’ sort of thing! People like myself had to take the stick for producing such an abomination! Perhaps I shouldn’t call it that, but I think everyone was very pleased to see the end of the S and move on to the 420. It seemed an odd-looking vehicle.”
The reasonable sales success of the S-Type prior to the release of the Jaguar 420 suggests that not everyone was as offended by its styling as Mr Crouch. Nevertheless, the 420 did ‘finish the job’ in a styling sense by adding to the car a squarer, four-headlamp front end more like that of the Mark X.
The list of the significant styling differences between the Mark 2 and S-Type is as follows:
• the tail was extended, with styling features similar to the Mark X only scaled down
• the Mark 2's spats over the rear wheels were deleted and the rear guards brought lower over the wheels and reshaped
• new slimline bumpers were used front and rear, the front bumper still featuring a dip to reveal the full depth of the radiator grille
• wraparound indicators and low mounted sidelights were added at the bottoms of the front wings
• the foglamps were recessed more deeply into the wing fronts
• the grille was given a thicker surround and centre bar
• the headlamps were given a small peak, making the car look longer and thus going some way to balancing the longer tail
• the roofline was extended rearwards slightly to make it look flatter and the rear window became more upright.
Bodyshell
Starting with the Mark 2’s monocoque bodyshell, Jaguar’s engineers had to alter it to accommodate the independent rear suspension's extra bulk and weight and the extended rear bodywork. Structural changes at the front were minimal and no changes at all were made to the inner scuttle, windscreen or dashboard structure.
A list of the significant structural differences between the Mark 2 and S-Type is as follows:
• the Mark 2’s underbody reinforcing rails were extended to the rear of the car and enclosed, sweeping up and over the space for the rear suspension assembly
• the boot floor was double-skinned and ribbed for additional strength
• the spare wheel well was relocated centrally in the boot floor (it was on the left in the Mark 2)
• the lid of the new longer boot (trunk) was secured by two catches rather than the single catch of the Mark 2
• the 12 gallon fuel tank was removed from under the boot floor and replaced by two 7 gallon tanks inside each rear wing
• new front wings were made to carry the frontal styling changes listed above
• new attachment points were made for the new wings and bumpers
• new wheelarches were made to match the new front guards and rear structure
Interior
The S-Type’s interior again reflected the styling of the Mark X but included features unique to the S-Type, not all of which found their way into the 420. Changes to the rear seat accommodation gave the impression of far greater room than in the rear of a Mark 2 and changes to the front of the cabin also gave the impression of greater luxury.
The list of interior differences between the Mark 2 and S-Type includes:
• a scaled down Mark X walnut veneer dashboard with a pull-out map tray below the centre section. The veneer extended to the dashboard centre section, which in the Mark 2 was black vinyl covered
• a full width parcel tray was fitted below the dashboard
• new controls were provided to go with the improved heating and ventilation system
• the front seats were widened to give the appearance of being almost full width, and each was provided with an inboard armrest.
• the centre console was redesigned to suit the wider front seats and rear compartment heating arrangements
• the door trims were given horizontal fluting
• Mark X type armrests were added to the front doors along with a map pocket
• the rear doors were given new armrests with a flip-top ashtray and magazine pocket
• the front seats were given a new fore and aft adjustment mechanism that raised the rear of the seat as it was moved forwards
• the backs of the front seats lost the Mark 2’s picnic trays and were made thinner, to the benefit of rear seat passenger legroom
• the rear seat had a 50 mm (2.0 in) thinner squab and its backrest was more steeply angled, further benefitting headroom already enhanced by the slightly higher rear roofline. These changes did, however, leave longer legged rear seat passengers in a fairly uncomfortable 'knee-high' posture.
Performance
A contemporary road test by Autosport magazine [2][3] was typical in describing the 'on paper' performance of the 3.8 S-Type as slower than the 3.8 litre Mark 2 but its actual cross country performance as faster. Despite its extra weight, the S-Type’s independent rear suspension allowed it to corner faster than the Mark 2, especially on uneven surfaces. Other benefits ascribed to the rear suspension were better traction and a much smoother ride for rear seat passengers. Some enthusiasts rued the loss of the Mark 2’s “driftability” and noted that the S-Type suffered more body roll during high speed cornering but the consensus was that the S-Type provided significant improvements over the Mark 2 in roadholding, safety and ride comfort.
Ref. [4] concluded its test report on a 3.8S with these words, "It can be a convenient family car, a businessman's express, a sports coupe, and a grand tourer. The latter two classifications come particularly clear to anyone who spends much time with the car in the wet, when the surefootedness of its all independent suspension and the Dunlop RS-5 tires makes its responsive handling an absolute revelation. The S-Type represents a great step forward for what has always been a fine automobile." The RS-5 cross-ply tyres were soon to be replaced by much better Dunlop SP41 radials, further enhancing the car's handling and grip.
Recorded performance figures obviously differed between testers and gearbox options but for the purposes of comparison, the following contemporary data are typical:
• 3.4 Mark 2 automatic
0-60 mph 10.0 sec
Max speed 118 mph (190 km/h)
• 3.4S manual/overdrive
0-60 mph 13.9 sec
Max speed 115 mph (185 km/h)
• 3.8S manual/overdrive
0-60 10.3 sec
Max speed 125 mph (201 km/h)
• 3.8S automatic
0-60 mph 11.5 sec
Max speed 116 mph (187 km/h)
Production developments
Several significant changes were made to the S-Type's interior and mechanicals during its six years in production.
Of the various performance enhancing mechanical changes, most were applied to both the 3.4S and 3.8S at the same time. These were:
• In June 1964 the original Dunlop RS5 cross-ply tyres were replaced with Dunlop SP41 radials, removing the former’s tendency to squeal under hard cornering and providing higher limits of adhesion with more gradual breakaway at the limit.
• In October 1964 the brakes were given a bigger servo, requiring lower pedal pressures.
• Also in October 1964, the Moss four-speed manual gearbox with no synchromesh on first gear was replaced with Jaguar’s own all-synchromesh four speed gearbox. Revised gear ratios improved acceleration and a more compact Laycock A-type overdrive unit was fitted (when the overdrive option was specified)
• A very few of the last S-Types built had the same Marles Varamatic variable ratio power steering that was available on the 420 and 420G. Detail of the Varamatic steering system can be found in the Jaguar 420 article.
The only production development not shared by both the 3.4S and 3.8S was that the Powr-Lok limited slip differential option ceased to be available on the 3.4S when the 1967 cost saving trim revisions were introduced.
In 1966 a dashboard switch was provided for the heated rear window, which had previously remained “on” as long as the ignition was on, leading to instances of flat batteries.
Reflecting a tougher economic climate (and similar changes made to the Mark 2s in 1966), all S-Types made from late 1967 onwards had Ambla upholstery instead of leather, and tufted carpets instead of woven. As part of the same revisions, dummy horn grilles replaced the foglamps in the front wings and the S-Type adopted the 420's new pattern wheel trim rings and hubcaps.
Sales performance
Though introduced in 1963, only a small number of S-Types was produced in that year. The S-Type did not manage to overtake the Mark 2’s production figures until 1965. It repeated the feat in 1966, the year in which the Jaguar 420 and its badge-engineered partner the Daimler Sovereign were introduced. In 1967 the 420/Sovereign outsold both the S-Type and the Mark 2, despite a resurgence in the latter’s sales that year. Both the Mark 2 and 420/Sovereign easily outsold the S-Type in 1967 and 1968. Sales of the S-Type in 1968, its last year of production, fell below four figures. Top seller in 1968 was actually the venerable Mark 2, potential buyers of both the S-Type and 420/Sovereign hanging back to wait for the new Jaguar XJ6.
Introduced late in 1968, the Jaguar XJ6 was slightly larger than the S-Type and 420/Sovereign and swept them both from the Jaguar range along with the Mark 2. The 420G continued to be available until 1970.
Production figures for each year of the S-Type's life were:
1963 - 43
1964 - 7,032
1965 - 9,741
1966 - 6,260
1967 - 1,008
1968 - 909
Specifications
• Engine
Jaguar 6 cylinder in line, iron block, alloy head
• Capacities
3.4 L (3442 cc) or 3.8 L (3781 cc)
• Bore/Stroke
3.4 L (83mm x 106mm) or 3.8 L (87 mm x 106 mm)
• Valves
DOHC 2 valves per cylinder
• Compression Ratio
8:1 (7:1 and 9:1 optional)
• Max. Power
3.4 L 210 bhp (157 kW; 213 PS) @ 5500 rpm or 3.8 L 220 bhp (164 kW; 223 PS) @ 5500 rpm
• Max. Torque
3.4 L 216 lb·ft (293 N·m) @ 3000 rpm or 3.8 L 240 lb·ft (325 N·m) @ 3000 rpm
• Carburettors
Twin SU HD6 (1.75in)
• Suspension
Front independent, with wishbones, coil springs with telescopic dampers and anti-roll bar
Rear independent, with lower wishbone and driveshaft as upper link, radius arms and twin coil springs with telescopic dampers
• Steering
Recirculating ball, worm and nut; power assistance optional
• Brakes
Servo assisted discs on all four wheels, inboard at rear
• Body/Chassis
Monocoque bodyshell with bolted front subframe, five seater saloon, front engine rear wheel drive
• Tyres/Wheels
6.40 x 15 crossply or 185 x 15 radial, 5.0in rim, five-stud disc wheels with wire spoke optional
• Track
Front=1,403 mm (55 in) Rear=1,378 mm (54 in)
Diecast Models
The S-type was modelled by Spot-on in the 1960s.
References
• ^ Taylor, James. "Jaguar S Type and 420 – The Complete Story", Crowood, ISBN 1-85223-989-1
• ^ "Autosport" magazine - 7 August 1964
• ^ "Jaguar S Type & 420 – 'Road Test' Limited Edition", Brooklands Books ISBN 1-85520-3456
• ^ "Car and Driver" magazine Road Research Report - June 1964
Further reading
• Ball, Kenneth. "Jaguar S Type, 420 1963-68 Autobook", Autopress Ltd ISBN 0-85147-113-7
• “Used cars on test: 1964 Jaguar S-Type 3.8". Autocar vol 127 (nbr 3725): Pages 28 – 29. 6 July 1967.
• "Buying secondhand: Jaguar S-Type and 420". Autocar vol 142 (nbr 4089): pages 44 – 46. date 8 March 1975.
• Harvey, Chris. "Great Marques - Jaguar", Octopus Books Ltd ISBN 0-7064-1687-2
1978 MGB GT.
Anglia Car Auctions, King's Lynn -
"V5 Present
MoT Nov 2018
Chassis number: GHD5451041G
A bare metal restoration, including the bodyshell media blasted, was undertaken by Autowerk in Heacham at a labour cost of £6,300. A supporting invoice dated August 2017 is retained in the file. Many new parts were fitted including rings, SU carburettors, ignition system, wiring, the head gasket was replaced and the barrels honed. The car was finished in it's original Rover Flame red and a new interior was fitted. Described as driving very well. The history file includes a large quantity of receipts dating from the 1980's to 2017 and nine MoTs dating between 1987 and 2005 and MoT history from 2006 to present. Mileage recorded at 24,000."
Sold for £4346.
Humber Hawk (1957-67) Engine 2267cc S6 OHV Production 15539 (all series, 6813 series 1A)
Registration Number 212 DDH (Walsall)
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
The 1957 Hawk had a completely new body with unitary construction which it would go on to share with the 1958 Humber Super Snipe. This was the biggest bodyshell for a saloon/estate car built in Great Britain at the time. The 2267 cc engine was carried over, though with modifications to the distributor mounting, and other details; and an automatic transmission, the Borg Warner D.G. model, was now available. The body was styled in Rootes' own studios and featured more glass than previous models, with wrap-around front windscreen, which gave it a considerable resemblance to a 1955 Chevrolet.
There were several revisions during the car's life, each resulting in a new Series number.
The 1959 Series 1A had changed gear ratios and minor trim changes.
The Series II launched in October 1960 had disc front brakes, servo-assisted. The automatic option was no longer available on the home market.
The Series III of September 1962 had a larger fuel tank and bigger rear window. The export model automatic option was also dropped.
More significant changes came with the October 1964 Series IV. The roof was made flatter, the rear window smaller and an extra side window fitted behind the rear doors. Synchromesh was fitted to bottom gear. An anti-roll bar was fitted at the rear.
The final Series IVA of 1965 saw the automatic option re-introduced, this time being the Borg Warner Model 35.
Many thanks for a fantabulous 31,816,000 views
Shot on 06.04.2015 at Weston Park, Weston-under-Lizzard, Shropshire Ref 103-111
Bonhams : the Zoute Sale
Sold for € 195.500
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
'The new engine turned out to have enormous marketing power. It became a real status symbol to have that little word 'turbo' on your rear deck, and this fashion spread right across the motor industry.' - Peter Morgan, 'Original Porsche 911'.
A 'modern classic' if ever there was one, Porsche's long-running 911 sports car first appeared at the 1963 Frankfurt Show as the '901' but shortly after production proper commenced in 1964 had become the '911' following Peugeot's complaints about the use of '0' model numbers. The preceding Type 356's rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3,0 litres and, in turbo-charged form, put out well over 300 horsepower.
Much of the Porsche 911's development had resulted from the factory's racing programme, and it was the then Group 4 homologation rules, which required 400 road cars to be built, which spurred the development of 'Project 930': the legendary 911 Turbo. In production from April 1975, the Type 930 Turbo married a KKK turbocharger to the 3,0-litre RSR engine, in road trim a combination that delivered 260bhp for a top speed of 250km/h. But the Turbo wasn't just about top speed, it was also the best-equipped 911 and amazingly flexible - hence only four speeds in the gearbox - being capable of racing from a standstill to 162 km/h in 14 seconds.
The Turbo's characteristic flared wheelarches and 'tea tray' rear spoiler had already been seen on the Carrera model while the interior was the most luxurious yet seen in a 911, featuring leather upholstery, air conditioning and electric windows. The Turbo's engine was enlarged to 3,3 litres for 1978, gaining an inter-cooler in the process; power increased to 300 bhp and the top speed of what was the fastest-accelerating road car of its day went up to 257 km/h. Originally sold only as a closed coupé, the Turbo became available for the first time in both Targa and cabriolet forms in 1988.
More refined than hitherto yet retaining its high performance edge, the Turbo sold in the thousands, becoming the definitive sports car of its age. When Porsche revealed that the original 911 would be replaced by the new Type 964 in 1990, dealer stocks of the existing Turbo model sold out overnight. Production of the Type 930 ceased in September 1989, and there would not be another 911 Turbo until the Type 964 version was launched in September 1990. In total between 1975 and 1977 only 1.625 EU-examples of the 3.0 litre Turbo were built which makes this series almost as rare as the 911 2.7 Carrera RS with 1590 examples built.
This Type 930 Turbo was built for the German market and delivered to Porsche dealer Otto Glocker in Frankfurt where it was purchased by its first (Belgian) owner, Mme Padevain-Dupont in 1976. Incidentally, 'Dupont' was her husband's name, and - apparently - at that time a wife needed her husband's authorisation to buy a car! Madame Padevain was born in 1911 so she was already 65 years old when she bought the 911. The car was taken straight to Belgium and has belonged to the first owner's family ever since. The accompanying Porsche Certificate of Authenticity confirms that the engine and colour scheme of Sienna Metallic over 'Brown-Beige' leather are matching. Moreover, it lists the purchase price of 66.500 DM.
Always well looked after by its lady owner, the car was taken to Monaco in 1993 by Madame Padevain and registered there as 'L106', which we can still find on the windscreen. The history file contains a map of Cannes and a parking card from Monaco where the Porsche was kept for many years by Madame Padevain's family.
Sadly, in 2000 Madame Padevain died and the car's ownership passed to her son; documentation on file shows that the Porsche had 122.000 km recorded at that time. While in Madame Padevain's son's possession, the car was treated to a complete overhaul, which was carried out by D'Ieteren Porsche in Belgium. At the same time the 911 was repainted in its original colour and the interior re-trimmed. The restoration was carried out between 2000 and 2009; expenditure on mechanical work alone amounted to over 600.000 Belgian Francs (all invoices on file).
Once the restoration had been finished, the son, who by this time was approaching old age, hardly drove the car. It was then registered in his name and taken back to the South of France where it stayed until last year. Today, this beautiful car is presented in its original specification and in unmolested condition - the latter a rare attribute among early 911 Turbos - with only some 148.000 km recorded on the odometer. The last service was carried out in September 2017. The car is offered with an extensive history file containing the aforementioned restoration invoices including all invoices since 1976 up to now; Porsche Certificate of Authenticity and Certificate of Conformity; and the original service booklet, the latter stamped on six occasions between 1976 (1.319 km) and 1994 (98.417km). All books and tools come with this exceptional Type 930 Turbo, together with the original Porsche pouch and the 2 original keys.