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

www.autoworld.be

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!

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

Looks like a bare bodyshell.

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!

47368 at Carnforth on September 6th 2020. The battered brush was withdrawn in 2001 and at some point after was obviously acquired by West Coast for spare parts. In the foreground is the bodyshell of 47500 with one of its cabs visible on the right

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.

 

www.clanownersclub.org

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

Continuing the build of this model using a 3D printed bodyshell.

I have now added custom printed blinds to show the tram as it could have been around 1950, used on EX journeys to the Embankment. Lifeguards have been fitted. That at the rear appears to have operated in conjunction with the passenger step, shown in lowered position, as the platform doors are open.

The lifeguards etc are still awaiting paint. Transfers need to be fixed and final varnishing undertaken. Trolley poles will also have to be fitted.

Shown here on my Kennington Cross layout.

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]

 

• 1 History

• 2 Development

•• 2.1 Engines

•• 2.2 Mechanical

•• 2.3 Suspension

•• 2.4 Styling

•• 2.5 Bodyshell

•• 2.6 Interior

• 3 Performance

• 4 Production developments

• 5 Sales performance

• 6 Specifications

• 7 Diecast Models

• 8 References

•• 8.1 Further reading

• 9 External links

 

• Manufacturer

Jaguar Cars

 

• Production

1963–1968

3.4-litre S-Type – 9,928

1963–1968

3.8-litre S-Type - 15,065

 

• Successor

Jaguar XJ6

 

• Class

Sports saloon

 

• Body style(s)

4-door saloon

 

• Layout

FR layout

 

• Transmission(s)

4-speed manual; 4-speed manual/overdrive; or 3-speed automatic options available

 

• Wheelbase

2,730 mm (107 in)

 

• Length

4,750 mm (187 in)

 

• Width

1,683 mm (66 in)

 

• Height

1,416 mm (56 in)

 

• Curb weight

1,625 kg (3,583 lb)

 

• Related

Jaguar Mark 2

Jaguar Mark X

Jaguar 420

 

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

 

7. Oldtimertreffen am 07.07.2012 in Greußen - Ausfahrt zahlreicher Teilnehmer nach Bad Tennstedt.

 

Der BA3/VAZ-2101 war eine Limousine, die von AwtoWAS ab 1970 als erstes Modell bis 1988 produziert wurde. Im Heimatmarkt ist die Modellreihe als Lada Zhiguli (russisch: Жигули) bekannt. In den Export außerhalb der Sowjetunion gelangte das Modell als Lada 1200/1200S,1300 oder 1500 (nur Kombi). Bereits ab 1979 löste der VAZ-2104-2107, im Export als Lada Nova, nach und nach die Modellreihe ab.

 

The VAZ-2101 is a compact sedan car (small class, passenger car, model 1 in Soviet classification) produced by AvtoVAZ and introduced in 1970. The estate version was known as the VAZ-2102. VAZ had been founded in the mid-1960s as a collaboration between Fiat and the Soviet government, and the 2101 was its first product. Better known as the Lada outside the former Soviet Union, the 2101 is a re-engineered version of the Fiat 124 tailored for the nations of the Eastern Bloc, but was widely exported to the West as a budget "no-frills" car. Although the facelifted VAZ-2105, 2104 & 2107 versions largely replaced it in the West in the early 1980s, it was still produced for the domestic market as late as 1988.

 

Known as the Zhiguli within the Soviet Union, the main differences between the VAZ-2101 and the Fiat 124 are the use of thicker gauge steel for the bodyshell, an overhead camshaft engine (in place of the original Fiat OHV unit), and the use of aluminium drum brakes on the rear wheels in place of disc brakes. Early versions of the car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, and an auxiliary fuel pump.

 

AvtoVAZ were forbidden from selling the car in competing markets alongside Fiat 124; however, exports to Western European nations began in 1974 when the 124 was discontinued in favour of Fiat's newer 131 Mirafiori model. The 2101 was sold in export markets as the Lada 1200, Lada 1300 and Lada 1200S until 1989; it was sold in the United Kingdom from May 1974, until the arrival of the Riva in 1983. It was the first Lada to be sold in the United Kingdom.

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.

Direct Rail Services class 57 no. 57306 clings onto the rear of 1Z57 Liverpool South Parkway-> Wembley Central footex on 19th April 2015.

 

The first Class 57s were built in 1997 for Freightliner, a Class 47 bodyshell was taken, stripped, rewired and then fitted with an EMD engine. In 2002, 12 further Class 47s were converted to 57s for Virgin Trains, these were numbered 57/3 and fitted with ETH. In 2003, four additional locos were ordered for dragging Pendolinos, these were fitted with Dellner couplings from new and the remainder of the fleet was retrofitted with Dellners in the same year. DRS now operate the majority of the class 57/0 and 57/3. First Great Western operate the Class 57/6 fleet and West Coast Railways operate a fleet of 57/0, 57/3 and 57/6.

TVR Vixen S3 (1970-72) Engine 1599cc S4 Ford Kent Production 168 (723 Vixen S1 to S3)

Registration Number YVN 376 K

TVR SET

www.flickr.com/photos/45676495@N05/sets/72157623722776067...

 

The Vixen was a hanbuilt, glass fibre bodied with a tubular frame chassis as used in the Grantura 1800S. he chassis used double wishbone suspension at both ends, and disc brakes at the front (with drums at the back.) and was significantly lighter than its mainstream competition.

 

The Vixen Series 1 was introduced in 1967 as an evolution of the discontinued 1800S with the same chassis with a change toa Ford (Kent) 1599cc engine, in the same trim as the unit from the Ford Cortina GT developing 88bhp. The bodywork was also slightly revised, with the bonnet having a broad flat air intake scoop. The rear of the car with fitted with the round Cortina Mark I tail lamps

 

The S2 followed in 1968 with the longer wheelbase chassis (90 inch) from the TVR Tuscan V8. The bonnet was restyled again, with some early cars having a prominent central bulge, and later cars having twin intake ducts at the front corners of the bonnet. The tail lamps were updated from the round Cortina Mark I style to the newer wraparound Mark II style, and the body was bolted rather than bonded to the chassis the interior was improved to give a more quality feel.

 

The Series 3 was introduced in 1970 The heat extraction vents on the flanks behind the front wheels were decorated with "Aeroflow" grilles borrowed from the c-pillars of the Ford Zodiac Mark IV and its Ford engine was now in the same tune as the Ford Capri with 92bhp,Instead of wire wheels, cast alloy wheels were fitted as standard.

 

The Series 4 followed in late 1972 using the TVR M Series chassis and Vixen bodyshell

 

Many Thanks for a fan'dabi'dozi 27,520,600 views

 

Shot 27:07:2014 at Silverstone Historic Festival REF: 103-215

.

Lancia Fulvia 1.35 Sport Zagato (2nd series) (1970-73) Engine 1298cc V4 DOC

Registration Number Unknown

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. 112-318

 

The Jaguar XJ (XJ40) is a luxury sedan manufactured by Jaguar Cars between 1986 and 1994. Officially unveiled on 8 October 1986 it was an all-new redesign of the XJ to replace the Series III, although the two model ranges were sold concurrently until the Series III was discontinued in 1992. The XJ40 used the Jaguar independent rear suspension arrangement, and featured a number of technological enhancements (such as electronic instrumentation)

 

Development:

 

Throughout the 1970s Jaguar had been developing "Project XJ40", which was an all-new model intended to replace the original XJ6. Scale models were being built as early as 1972. Due to the 1973 oil crisis and problems at parent company British Leyland, the car was continually delayed. Proposals from both Jaguar's in-house designers and Pininfarina were received. Eventually, it was decided an internal design would be carried through to production and, in February 1981, the British Leyland board approved £80 million to produce the new car.

 

Jaguar historians claim that the XJ40 was the last car which company founder Sir William Lyons had contributed to during its protracted development phase. The previous generation XJ had been the final Jaguar to be developed wholly under Lyons' leadership - although he continued to take an active consultative role within Jaguar design, long after had retired from the day to day management of the firm following its merger in 1966 with the British Motor Corporation.

 

During development, the XJ40 pioneered significant improvements to the way Jaguar designed, built, and assembled cars. Among these improvements was a 25 per cent reduction in the number of bodywork panels required per car (e.g. three pressings needed for a Series 3 door compared with one for a XJ40 door), resulting in not only a more efficient assembly process, but also a weight saving and a stiffer structure. Greater attention to panel gaps improved the drag factor (reduced from 0.849 Cd to 0.762 Cd), while also improving the fuel economy and lowering wind noise inside the cabin.

 

Mechanicals:

 

AJ6 4.0 L engine (in a 1990 Daimler)

Initially, only two engines were offered across the XJ40 models: a 2.9 L and a 3.6 L version of the AJ6 inline-six. In 1990, these were changed to 3.2 L and 4.0 L versions. In 1993, the XJ12 and Daimler Double Six (both equipped with the Jaguar V12 engine) were added to the available models.

 

During the development of the XJ40, British Leyland had considered providing the Rover V8 engine for the car, which would have eliminated the need for future Jaguar engine production. The XJ40 bodyshell was allegedly engineered to prevent fitting V-configuration engines such as the Rover V8; this delayed the introduction of the V12-powered XJ12 until 1993.

 

The automatic gearbox used in the 2.9 L, 3.2 L and 3.6 L six-cylinder cars was the four-speed ZF 4HP22. On the 4.0 L, the four-speed ZF 4HP24 was used. A stronger automatic gearbox was required for the V12-equipped cars, and the four-speed GM 4L80-E was selected. The manual gearbox fitted to early cars was the five-speed Getrag 265, while later cars received the Getrag 290.

 

The automatic transmission selector was redesigned to allow the manual selection of forward gears without accidentally selecting neutral or reverse. This new feature was dubbed the "J-Gate" and has carried over to more recent Jaguar models.

 

Exterior:

 

The curvaceous lines of the outgoing Series XJ were replaced by the more angular, geometric shape of the XJ40. The nose of the car would accommodate either matched pairs of round headlights, or rectangular single units; the latter were fitted to the higher-specification Sovereign and Daimler trim levels, and also to all cars for the US market.

 

The bumper is a visually distinct black-rubber-covered bar that runs the full width of the car and incorporates the sidelights and indicator lights. The bonnet is hinged at the front. Window frames are either chromed or black, depending on model. Rain gutters, door mirrors, and door handles are also finished in chrome. All XJ40s have a chrome surround for the windscreen and a single windscreen wiper.

 

Early low-specification cars were fitted with metric-sized steel wheels and plastic wheelcovers. From 1991, the wheels were changed to non-metric sizing.

 

[Text from Wikipedia]

 

This Lego miniland-scale 1986 Jaguar XJ6 (XJ40) has been created for Flickr LUGNuts 85th Build Challenge, - "Like, Totally 80s", - for vehicles created during the decade of the 1980s.

Often described as Britain's first supercar (a little late, Italy beat us to that like 5 years earlier!), but the Aston Martin V8 and the derivative Vantage helped keep the company afloat during those dark years of bankruptcy and recovery, even though it almost committed corporate suicide by developing the overly complicated Lagonda!

 

The original Aston Martin V8 was a coupé manufactured from 1969 to 1989, built to replace the Aston Martin DBS, a more angular car that killed off the DB6, and by extension the iconic design that had eminated through the James Bond DB5. As with all traditional Aston Martins, it was entirely handbuilt, with each car requiring 1,200 manhours to finish. Aston Martin's customers had been clamouring for an eight-cylinder car for years, so Aston Martin designed a larger car. The engine was not ready, however, so in 1967 the company released the DBS with the straight-six Vantage engine from the DB6. Two years later, Tadek Marek's V8 was ready, and Aston released the DBS V8. With the demise of the straight-six Vantage in 1973, the DBS V8, now restyled and called simply the Aston Martin V8, became the company's mainstream car for nearly two decades. It was retired in favour of the Virage in 1989.

 

The Aston Martin V8 Vantage on the other hand took the original bodyshell of this 60's sports coupé, and completely re-engineered it to create something that was not of this earth! The first series had 375hp, and series specific details such as a blanked bonnet vent and a separate rear spoiler, of which 38 of these were built.

 

The Vantage name had previously been used on a number of high-performance versions of Aston Martin cars, but this was a separate model. Although based on the Aston Martin V8, numerous detail changes added up to a unique driving experience. One of the most noticeable features was the closed-off hood bulge rather than the open scoop found on the normal V8. The grille area was also closed off, with twin driving lights inserted and a spoiler added to the bootlid.

 

Upon its introduction in 1977, the car's incredible speed and power was taken up with acclaim, and, as mentioned, was dubbed 'Britain's first supercar', with a top speed of 170 mph top speed. Its engine was shared with the Lagonda, but it used high-performance camshafts, increased compression ratio, larger inlet valves and bigger carburettors mounted on new manifolds for increased output. Straight-line performance was the best of the day, with acceleration from 0–60 mph in 5.3 seconds, one-tenth of a second quicker than the Ferrari Daytona.

 

The Oscar India version, introduced in late 1978, featured an integrated tea-tray spoiler and smoother bonnet bulge. Inside, a black leather-covered dash replaced the previous walnut. The wooden dashboard did find its way back into the Vantage during the eighties, giving a more luxurious appearance. The Oscar India version also received a slight increase in power, to 390hp. This line was produced, with some running changes, until 1989. From 1986 the engine had 403hp.

 

1986 saw the introduction of X-Pack was a further upgrade, with Cosworth pistons and Nimrod racing-type heads producing 403hp. A big bore after-market option was also available from Works Service, with 50mm carbs and straight-through exhaust system giving 432hp, the same engine as fitted to the limited-edition V8 Zagato. 16-inch wheels were also now fitted. A 450hp 6.3L version was also available from Aston Martin, and independent manufacturers offered a 7L version just to up the ante.

 

In 1986, the Vantage had its roof cut off into what would become the convertible Vantage Volante, basically identical. In 1987 The Prince of Wales took delivery of a Vantage Volante, but at his request without the production car's wider wheelarches, front air dam and side skirts. This became known as the 'Prince of Wales Spec' (or POW) and around another 26 such cars were built by the factory.

 

The Prince was obviously very specific about his motorcars!

 

304 Series 2 Vantage coupés were built, including 131 X-Packs and 192 Volantes. Volante's are often considered the most desirable of the Aston Martin V8 Vantage range. In all, 534 V8 Vantages were constructed during its 12 year production run, with the car being replaced in 1989 by the Aston Martin Virage, as well as a new generation V8 Vantage which remained somewhat faithful to the original design of the 60's (if not a little more bulky) and was the last Aston Martin design to incorporate a traditional style before changing to the style laid down by the DB7 in 1993.

 

However, the Vantage did find its way into movie fame as the first Aston Martin used in a James Bond movie since the DBS used in On Her Majesty's Secret Service in 1969. In 1987's 'The Living Daylights' (the first film to star Timothy Dalton as 007), Bond was treated to Q-Branch's Aston Martin V8 Vantage, complete with missiles, lasers to separate pesky Lada's from their chassis, and a heads-up display to assist in warding off evildoers. It also came with a 'Winter Pack', which included skis, a rocket propulsion and spiked tyres for better grip. The car however met an unfortunate demise after getting stuck in a snowdrift, forcing Bond to activate the self-destruct, engulfing the car in a fiery explosion. But at least everyone's favourite secret agent had finally been reunited with his faithful Aston Martin once again!

 

There is some slight incongruity with the film though, as at the beginning of the movie, the car is a convertible Volante, yet for the rest of the movie it's a hardtop regular Vantage. This confused me somewhat, or perhaps whilst Bond had the car shipped he had a roof welded on in the meantime!

 

Today there are a fair number of Vantages roaming the countryside, their popular design, pedigree Bond Car status and sheer raw power keeping them truly afloat. In fact, these cars are much more prominent than the Virage that replaced it, of which you barely see any!

Clynnog & Trefor Volvo B10M Duple Caribbean 1. Bodyshell and chassis scratchbuilt by Andrew Goodwin some time ago and recently finished by me

The Mazda Luce (Italian for 'light') was the largest Mazda model available, at launch in 1969, through to 1991. The second generation car was launched in 1972, the LA2.

 

The car was still compact by US standards, at 1660 mm wide and approximately 4500 mm long.

 

Mazda installed their 12A and 13B twin-rotor rotary engines to produce the Mazda RX4 performance coupe (using the Luce 2-door bodyshell).

 

Conventional Luces used a conventional 94 PS 1.8 L, or 103 PS 2.0 litre 4-cylinder engine.

 

The car received a more conventional styling update in 1976 (LA3), losing some of the period cool of the LA2. The overall body form though, still reflected a Japanese interpretation of the period coke-bottle styling.

 

The LA2 Luce Coupe is shown here.

Bonhams : the Zoute Sale

Estimated : € 40.000 - 80.000

Sold for € 43.700

 

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

 

A 'modern classic' if ever there was one, Porsche's long-running 911 arrived in 1964, replacing the 356 and providing the Stuttgart manufacturer with a product worthy of comparison with the finest sports cars from Britain and Italy. The 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, the 911's single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp. Although widely acclaimed, the 911 was necessarily expensive, a shortcoming that Porsche addressed by offering the 912 which, though outwardly identical, was powered by the 356's 1.6-litre four-cylinder engine. As installed in the 912 the latter produced 90bhp, some 40 horsepower less than the 911's six, but this deficit was offset by significantly reduced weight, resulting in a better-balanced car with greatly improved road manners. The 911 gearbox was used, offering a choice of four or five speeds. Despite being down on power, the 912 had a respectable top speed of 191km/h. Porsche officially began production of the 912 on April 5, 1965 with a little over 30,000 produced (all on the original short-wheelbase chassis) between 1965 and 1968, and today the 912 is a relative rarity when compared with its better-known sibling.

 

This desirable early matching-numbers Porsche 912 was sold new in the beginning of 1966 in the USA via Porsche Car Pacific of Burlingame, California. Being one of the early 1966 examples produced it features the typical and desirable early series 3-clock dashboard, the Enamel badged wheels and thin engine support. We are advised that the body of this car with chassis prefix '35' was produced by the Porsche factory itself where the vast majority was produced by Karmann.

 

Its first owner was Mr George Papageorge of San Jose (later Nipomo), California, who would keep the car until 2013 when it was sold to the current owner who unfortunately passed away and was never able to drive this car meaning this effectively is a '1 registered owner from new' car. A copy of the original Porsche Kardex is on file together with a State of California Certificate of Title and the 2013 bill of sale. EU duties have been paid. Still in its original (professionally repainted) colour scheme of Bahama Yellow with black (original) interior, this remarkably original Porsche 912 has led an easy life, as a single look will confirm. Even the carpets in the passenger compartment and boot appear original, and we are advised that there are no signs of welding or accident damage. The odometer reading is circa 51,000 miles. We are advised by the vendor that the engine starts instantly and runs well, while the transmission is said to be in good working order. In addition to the aforementioned documentation, the car also comes with its original jack, service book, factory options book, and Blaupunkt radio instructions.

Chassis n° 404/2030

 

Bonhams : the Zoute Sale

Estimated : € 230.000 - 260.000

 

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

 

Imitation is said to be the sincerest form of flattery; nevertheless it seems unlikely that BMW's engineers felt particularly gratified when the Bristol Car Company obtained the rights to their automotive designs as part of Germany's post-WW2 reparations. Thus it came about that the Bristol 400, which commenced production in 1947, was effectively a synthesis of three pre-war BMW designs, with a chassis derived from that of the 326, an engine from the 328 sports car, and an aerodynamic bodyshell similar to that of the 327 coupé. But Bristol did more than simply copy the work of its German counterparts; the application of aviation industry standards to its manufacture resulted in a car more refined and considerably better constructed than its Teutonic forbears.

 

With the 1953 introduction of the short-wheelbase 404 coupé, the Bristol line at last lost its resemblance to the pre-war BMW, swapping that distinctive two-piece radiator grille for an equally unmistakable, aeronautically inspired air intake. The body was still an ash-framed, aluminium-alloy panelled structure, but the bonnet was now forward-hinging and for the first time the spare wheel was accommodated in the near-side front wing. Bristol continued to use the BMW-based, 2.0-litre, six-cylinder engine with its ingeniously arranged, pushrod-operated inclined valves, and this was available in either 105bhp or 125bhp form in the 404. The gearbox remained a manual four-speed unit with first-gear freewheel. Famously dubbed the 'Businessman's Express', the 404 excelled at providing high-speed travel in comfort -the very definition of 'Gran Turismo'. The car's aircraft-industry standard of construction did not come cheap however, and only 52 examples found customers between 1953 and 1955.

 

Its accompanying Bristol Heritage Certificate confirms that this 404 was supplied new on 15th October 1954 to Mr Remy Mannes, the then Bristol dealer in Brussels, Belgium. The car was supplied in left-hand drive configuration for Europe with a rare km/h speedometer, green leather interior, and European dipping, all of which it retains today. The engine number quoted on the certificate is '100B/3534', whereas today a more desirable and later type B2 engine ('100B2/4070') is fitted. The car's original exterior colour is listed as black. Mannes had ordered this 404 for a client from Antwerp. Related documents on file include a copy of the original order from Établissements Remy Mannes to 'The Bristol Aeroplane Company Limited'; a copy of the sales invoice; copies of all transport papers; and some hand-written notes.

 

In July 1968, the Bristol returned to the UK having been purchased by one Michael Beardmore, and was registered in the UK with the number 'LGU 200', which it still carries today. The car was sold again in the early 1970s to a Mr Bradburn, who sold it and bought it back again in 1982 (see correspondence on file dated 1982). While in his ownership, 'LGU 200' was featured in an article in Thoroughbred & Classic Cars' June 1983 edition (article on file).

 

The Bristol moved to Oslo, Norway in 1985 (old title on file), returning to the UK in 1989. The previous owner registered the car in 1989 and the last owner in 2008. Today, 'LGU 200' is presented in lovely condition, with its believed original and well-preserved interior possessing a beautiful patina.

 

One of the most influential designs of recent decades, the Audi Quattro brought four-wheel drive into the motoring mainstream. Introduced in 1980, the Quattro was based on the outwardly similar Coupé's bodyshell but used a different floor pan to accommodate its four-wheel-drive transmission and independent rear suspension. The engine was a development of the five-cylinder, 2.1-litre, single-overhead-camshaft unit first seen in the 200 saloon. Equipped with a KKK turbocharger, it produced 200bhp in road trim with considerably more available in competition tune. Phenomenally fast and sure-footed on the road, the Quattro excelled in international rallying, winning the Manufacturers' Championship for Audi in 1982 and 1984 and the Driver's Championship in '83 and '84, but its enduring legacy would be the demonstration of four-wheel drive's advantages for passenger cars. Since then Audi has gone on to apply its quattro 4WD system to many other models but only the original (or 'Ur') version is spelled with a capital 'Q'.

 

The Sport version of Audi's sensational Quattro was launched in the autumn of 1983, three years after the original's unveiling at the Geneva Salon had taken the motoring world by storm. Developed as a 'homologation special' for Group B rallying, the Sport had a shortened wheelbase and was fitted with a new, lighter, all-aluminium version of the five-cylinder engine boasting a twin-cam 20-valve cylinder head. Running on Bosch HI-Jetronic fuel injection, this extensively revised engine developed a claimed 306bhp and gave this quite remarkable road car a top speed of around 250km/h (155mph).

 

In addition to the shorter wheelbase, the Sport was readily distinguishable by virtue of its steeper windscreen rake (requested by the works rally drivers to reduce internal reflections from the dashboard instruments), extended wheelarches, and wider wheels. With the introduction of the Sport, anti-lock braking made its first appearance on a Quattro-equipped Audi.

 

While the Quattro Sport met with mixed fortunes in international rallying (by this time the opposition all had four-wheel drive), it did score one notable success in 1985 when works driver Michèle Mouton won the Pikes Peak International Hill Climb, setting a record time in the process. Audi built 214 examples of the Sport, though only 164 were actually sold to customers for road use, the rest being reserved for competition purposes.

 

This particular Audi Quattro Sport has had only three owners. Sold new in Switzerland, it was delivered to its first owner on 18th December 1985, having undergone its pre-delivery service on 24th April '85. In 2005, the car was bought by Mr Claude Girod, the well-known Audi Quattro collector, who sold it to the current vendor in 2010. The Quattro has always been maintained by Mr Girod, who knows these cars well and would be happy to continue servicing it and provide assistance to the future buyer if required.

 

Finished in red with grey/beige leather interior, this car has never been crashed and is presented in generally excellent condition. The Sabelt safety harnesses (with their bag) are still present, as is the tool roll and the original service booklet. The original wheels have been repainted, and are shod with new period-correct Michelin tyres (235x45x15).

 

2.133 cc

5 Cylinder

306 hp @ 6.700 rpm

Vmax : 250 km/h

214 ex.

 

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 330.000 - 400.000

 

Parijs - Paris

Frankrijk - France

February 2017

Edsel Ford introduced the 'Mercury' in 1939 as a model to fill the gap between the basic Ford V8, and the luxury upmarket Lincoln Zephyr.

The 1949-51 third generation adopted a pontoon appearance, the bodyshell now shared with the 1949 Lincoln Cosmopolitan (the headlights and grille distinguishing the two vehicles); inside, the two lines would feature separate interior designs.

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).

In 1950, the high- end Monterey coupe was introduced, in the same vein as the Ford Crestliner, the Lincoln Lido and the Lincoln Cosmopolitan Capri. 1951 saw an update to the grille-indicator treatment

Engine; 155 cu in flathead V8

Audi Quattro A1 Evolution (1983) Engine 2144cc S5 10v DOHC Turbo with Intercooler

Event Number 140 Adam Marsden (Ilminster)

Registration Number BPC 11 Y (Guildford)

AUDI ALBUM

www.flickr.com/photos/45676495@N05/albums/72157623635550501

 

The original Audi Quattro competition car debuted in 1980. Largely based on the bodyshell of the road going Quattro, its engine producing around 300bhp and in 1981 Michelle Mouton became the first female driver to win a world rally also finishing runner up in the world championship

Over the next three years Audi would introduce the A1 and A2 evolutions in response to the Group B rally regulations, raising power to around 350bhp. The A1 made its competition debut in 1983 in the seasons opener, the Monte Carlo Rally and went on to win the Swedish Rally and Rally of Portugal in the hands of Hannu Mikkola

 

Diolch am 82,775,132 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

  

Thanks for 82,775,132 amazing views, every one is greatly appreciated.

 

Shot 17.07.2021 at Shelsey Walsh (Classic Nostalgia), Worcestershire 147-042

       

Equipe Nationale Belge

Chassis n° 550-0082

 

Zoute Sale - Bonhams

Estimated : € 3.400.000 - 3.9000.000

Sold for € 2.530.000

 

Zoute Grand Prix 2024

Knokke - Zoute

België - Belgium

October 2024

 

24 Hrs du Mans 1957

Equipe Nationale Belge

n° 60

Result : Disqualified

Engine : 1.498 cc - Flat 4

Claude Dubois (B)

Georges Hacquin (B)

 

Porsche has a rich and legendary history in motorsport, marked by victories in the world's most prestigious races. Since its inception in the 1950s, the German marque has become synonymous with performance, technical innovation, and reliability, quickly earning a reputation as a manufacturer capable of competing with the very best.

 

Porsche's first successful competition cars were lightweight developments of its first road car, the 356, one of which took class honours at Le Mans in 1951. The firm's first purpose-built sports-racer arrived two years later in the form of the 500 Spyder, a mid-engined prototype built and campaigned successfully by Porsche's Frankfurt distributor, Walter Glöckler. In 1954 the 550 Spyder was upgraded with the Ernst Führmann-designed Type 547 quad-cam engine, which was carried over to the successor Type 550A (spaceframe) model and then the replacement 718 RSK Spyder. Intended primarily for racing, Führmann's new engine featured a roller-bearing crankshaft; dry-sump lubrication; twin-plug ignition; and twin downdraught carburettors and produced around 110bhp, which was some going for 1½-litre in the early 1950s.

 

The 550 Spyder's external skin was formed in one-piece welded aluminium sheet which, being fitted rigidly to the ladder frame chassis, contributed to the car's structural rigidity. The dash panel provided a further structural element in being welded rigidly to the bodyshell. Front suspension was independent by twin trailing arms and lateral torsion bars. An anti-roll bar was incorporated. At the rear a swing-axle system was used, controlled by trailing arms operating lateral tubular torsion bars. Drum brakes were fitted front and rear and early 550 Spyders weigh some 550kg (1,212lb) which figure was later increased to around 590kg (1,300lb). The 550 Spyder was claimed to be capable of 200km/h (138mph) with 0-60mph occupying only 10 seconds. With this outstanding pedigree, the Porsche 550 Spyder RS (Rennsport) racing version soon established itself as a consistent winner in international sports car racing's small-capacity classes. This remarkable 550 quickly established its dominance with impressive performances at prestigious events such as the Carrera Panamericana, the 24 Hours of Le Mans, the Mille Miglia, and the Targa Florio. Today the Porsche 550 RS Spyder is one of the most coveted sports-racers of its era.

 

Chassis number '0082' is among the final examples of the 90 Porsche 550 RS Spyders produced. This car was ordered by Porsche's Belgian Distributor D'Ieteren Frères in Brussels. Completed in March 1956, the Spyder was delivered new to the Équipe Nationale Belge (Belgium's national racing team) finished in their distinctive yellow livery with a black interior. While there, '0082' was raced by many noted Belgian 'gentleman drivers': Claude Dubois, Christian Goethalsm Georges Harris, Freddy Rousselle, Georges Hacquin, Alain Dechangy, Yves Tassin, as well as the celebrated lady competitor, Gilberte Thirion.

 

The car's competition history is exceptionally well documented for the 1956 and 1957 seasons when it competed for Équipe Nationale Belge. '0082' competed in no fewer than six races in 1956, achieving multiple podium finishes including 3rd place in its class at the 12 Hours of Reims. The Spyder's best result of the season was a class win at the 1,000 km of Paris at Montlhéry where it finished 20 seconds behind Phil Hill and Alfonso de Portago in a Ferrari 857 S. The races it participated in during 1956 with its competitor number are as follows:

  

La Roche Hill climb 25th March

Spa-Francorchamps GP 13th May Start no.1

Montlhery 1000 km de Paris 10th June Start no.42

12 Heures de Reims 29th June Start no.33

Rouen-Les Essarts GP 8th July Start no.12

GP Sweden Kristianstad 12th August Start no.41

 

The car's most significant event was the aforementioned 1957, 24 Hours of Le Mans, making it one of only ten 550 Spyders to ever contest the celebrated race. Sadly, its race ended in disqualification following a breach of the rules. In 1957, the Spyder is known to have participated in at least the following races:

 

La Roche Hill climb 31st March

Grand Prix de Spa 12th May Start no.1

1000km Nurburgring 26th May Start no.31

Grand Prix des Frontières, Chimay 9th June Start no.4

24 Heures du Mans 26th June Start no.60

Rouen-Les Essarts GP 7th July

GP Sweden Rabelof 11th August Start no.22

Spa-Francorchamps GP 25th August Start no.32

Silverstone GP 14th September Start no.34

 

Best result of the season was 2nd place at the Grand Prix de Frontières, Chimay, and '0082' also finished 3rd at both the Grand Prix de Spa and the Nürburgring 1,000 km.

 

Following the end of its career with Équipe Nationale Belge, '0082' was raced in hill climbs, minor races and rallies by Jacques Thenaers. Correspondence on file suggests that the Spyder was re-bodied by Apal as a coupé in the 1960s and fitted with a 2.0-litre Porsche Carrera engine at around the same time. The Porsche had been purchased from Écurie Francorchamps by Edmond Pery around 1965 and was next owned by Belgian racing driver Pierre Bonvoisin. It was raced in coupé configuration for the next few years before passing to a Mr Michaelis of Embourg, Belgium in 1970. By this time the Carrera engine had been replaced with a Super 90 unit. Off the road in storage for the next 20-or-so years, the car was acquired in March 1989 by Corrado Cupellini from Bergamo, Italy. At this time, both the non-original Super 90 engine and Apal bodywork were removed to restore the car as closely as possible to its original configuration and a new aluminium body fabricated. The car was later sold to Philippe Jegher, who entrusted Porsche in Germany with the final refinements of the restoration.

 

The Spyder's next known owner was Bruno Ferracin (from May 1995) who was followed by Peter Ludwig in January 2000. A comprehensive restoration was then embarked upon, which included rectifying the new bodywork so as to be exactly like the original body on 082, sourcing a correct Führmann-type engine and transmission. Particularly worthy of note are the rare aluminium/steel wheels designed specifically for use at Le Mans. The rebuild was carried out by Porsche Zentrum Würzburg at a cost of €100,000 (invoices and photographs on file). Following the rebuild's completion, '0082' participated in the Mille Miglia Storica in 2001, Two years later the engine was rebuilt again.

 

For a close on 70 year old competition car '0082' is exceptionally well documented. Its accompanying history occupies five folders containing photographs, mostly of its participation in the Mille Miglia; two folders detailing its competition record for the 1956 and 1957 seasons; photocopies of service invoices from 1957 onwards; ownership history from 1956 onwards; several folders containing correspondence between previous owners; maintenance invoices for the year 2000; a German title; and its original key.

 

Boasting a most impressive and well documented in-period competition history, including Le Mans participation in 1957 and being one of a mere ten examples of the 550 model to do so, this Porsche 550 RS Spyder, now presented in a yellow wrap livery, used by the Belgian National racing team during the 1956 and 1957 seasons, is eligible for the most prestigious international events including the Le Mans Classic and Mille Miglia Storica. An exciting prospect for the fortunate next owner.