Porsche 993 (911) Carrera Cabriolet (1993-98) Engine Not Known

Registration Number SXI 8122 (Belfast)

Production 68,029

PORSCHE SET

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.

The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W

Diolch am olygfa anhygoel, 62,399,647 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 62,399,647 views

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-586

Ref. 26-1611.

Audi 80 GL (1972-1976).

Escala 1/43.

Testauftrag >S<.

Schuco.

Made in Germany.

Production year: 1976.

"Schuco no. 26-1611 Test order S, from the 1976 series "For test drivers". Apart from actuality, what was special about these modellautos, that they could be divided into about 15 to 20 individual parts and thus the slogan test assignment got a special significance! (...)"

Source: www.autostadt.de/de/eshops/audi-80-gl.html

(original text in german language)

---------------------------------------------------------------------------------------------------

AUDI 80 (B1)

"The Audi 80 was developed by Ludwig Kraus and was presented in 1972.

It quickly became the bestseller in the lower middle class.

With a facelift in September 1976, the style of the Audi 80 was aligned towards that of the Audi 100, which had just been launched.

The Audi 80 GL was the top model in the series. Front-wheel drive, negative steering scrub radius and diagonal brake circuit distribution provided for driving safety even in adverse conditions."

Engine: 4-cylinder inline engine

Displacement: 1,297 cc to 1,588 cc

Power: from 55 hp at 5,500 rpm to 110 hp at 6,000 rpm

Series: 07/1972-09/1978

Production: 932,403 cars (without US models)

Source:

www.audi-me.com/me/brand/en/company/audi_history/Evolutio...

www.audi-me.com/me/brand/en/company/audi_history/Evolutio...

------------------------------------------------------------------------------------------------

Audi 80 (B1) (1972-1978)

"This model debuted in Europe in 1972 as the Audi 80, and in 1973 in Australia and North America (Canada and the USA) as the Audi Fox, and was available as either a two-door or a four-door saloon (sedan).

It effectively took the place of several models that Audi had discontinued (the F103 series, which included the first model designated as an "Audi 80"), and provided the company with a viable rival to the Opel Ascona and the Ford Taunus (Ford Cortina in the UK), as well as more upmarket offerings including the Alfa Romeo Alfetta and Triumph Dolomite."

"The Audi 80 B1 was only the second modern-era Audi product to be developed entirely under Volkswagen ownership - Audi chief engineer Ludwig Kraus had famously been disparaging about the outgoing F103 series, referring to it as the "bastard", owing to its Auto Union/DKW bodyshell and Mercedes-Benz engine.

The B1 was a clean break from the Auto Union era, being equipped with.a range of brand new 1.3- and 1.5-litre SOHC inline-four petrol engines - the first appearance of the now legendary EA827 series of engines, whose descendants are still used in VW Group vehicles to the present day."

(...)

"On the home market, two- and four- door saloons were available in base trim (55 or 60 PS, called simply Audi 80 and 80 S, respectively), as L models (LS with 75 PS engine) or as a more luxurious GL (85 PS only).

In September 1973, Audi added the sporty 80 GT (two-door only) featuring a carburettor 1.6 litre engine (code: XX) rated at 100 PS (74 kW; 99 bhp)."

(...)

"Audi's design and development efforts paid off during the 1973 European Car of the Year competition where the 80 won ahead of the Renault 5 and the Alfa Romeo Alfetta.

A facelift in autumn 1976 brought about a revised front end in the style of the newly introduced Audi 100 C2 with square instead of round headlights, 1.6- instead of 1.5 litre engines (still of 75/85 PS) and a new 80 GTE model with a fuel-injected version of the 1.6-litre (110 PS (81 kW; 108 bhp)) replacing the former 80 GT."

(...)

"The B1 platform was dropped from the European market in 1978, although it was sold into the 1979 model year in North America."

(...)

---------------------------

Audi 80 B1 (80/82)

Also called

Audi Fox

Production

1972–1978

1,103,766 built

Body style

2/4-door sedan

5-door wagon

Layout

Front-engine, front-wheel-drive

Platform

Volkswagen Group B1 platform

Engine

1.3 L I4

1.5 L I4

1.6 L I4

Transmission

4-speed manual

3-speed automatic

Dimensions

Wheelbase

2,470 mm (97.2 in)

Length

4,175 mm (164.4 in)

Width

1,600 mm (63.0 in)

Height

1,362 mm (53.6 in)

Chronology

Predecessor

Audi 72

Successor

Audi 80 (B2)

Source: en.wikipedia.org/wiki/Audi_80

More info:

www.speeddoctor.net/2012/audi-80-b1-1972-78/

A heavily stripped Volkswagen Type 1 ‘Beetle’ bodyshell, sitting on trailer. Not much to go on from this one but judging by the side-mounted fuel cap surround, it is at least a 1968+ model. RHD, presumably a UK market-specified export model. Found on an industrial estate/scrapyard in East Yorkshire, UK.

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

The rear view of the Diplomat StarRider shows the changes made to the bodyshell to represent the coach version, the Jeffs vehicle alongside being the kit built as per the instructions as a standard 33-seat bus. The toilet cubicle, an unusual fitment on a vehicle of this size, is behind the blacked-out window over the wheelarch. I have always thought that the StarRider was the most stylish body ever produced on the Mercedes chassis, especially in coach form, and although this is an early resin kit first released in 1997 it captures the shape well.

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

The Porsche 993 is the company's internal name for the version of the Porsche 911 model manufactured and sold between late 1993 and early 1998, replacing the 964. Its discontinuation marked the end of air-cooled Porsches.

Like previous and future generations of the Porsche 911, there were several variants of the car manufactured, varying in body style, drivetrains, and included equipment. The Porsche 993 was replaced by the Porsche 996.

The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.

When we reached Cape Neddick Light in the evening to catch a glimpse of its famous lighthouse, this Reliant car, parked in the parking lot, grabbed the spotlight instead. It became an instant star attraction next to the main one.

The Reliant is a small three-wheeled car formerly manufactured by the Reliant Motor Company in Tamworth, England.

One of its models - Robin was first manufactured in October 1973, a direct replacement for the Reliant Regal. The final original version of the Robin rolled off the production line in 1981, when the model was replaced by the restyled Reliant Rialto. The vehicle was also produced under license in Greece by MEBEA between 1974 and 1978. It was also manufactured in India by Sunrise Automotive Industries Limited as Badal.

In 1989, Reliant revived the Robin name, producing a new and totally revamped Robin featuring a new fibreglass body, and increased engine power. The Rialto continued in production alongside the new Robin until 1998. This Robin was facelifted again in 1999 when the final version was launched that had its biggest change since originally launched with completely new panels, and Vauxhall Corsa front lamps.

Designed as a hatchback-only model it lasted until February 2001 when Reliant announced the end of production. The final sixty-five Robins designed in 1999 manufactured by Reliant formed a Special Edition known as the Robin 65, featuring leather trim, walnut interior, and a numbered plaque, and sold for approximately £10,000. Manufacturing of the Robin resumed under licence by a company called B&N Plastics in July 2001, but stopped in October 2002.

Source: www.wikipedia.org

September 5, 2012, Cape Elizabeth, Maine, taken here.

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!

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".

For 1961, Mercury underwent a major transformation of its model line. In a transition from 1957 to 1960, Mercury again shared a bodyshell with a divisional counterpart, shifting from Edsel to Ford, with the Monterey becoming the equivalent of the Ford Galaxie. The Montclair and Park Lane were discontinued, shifting the Monterey from the base-trim Mercury sedan to its flagship, slotted above the newly introduced Mercury Meteor (as with the Comet, intended as an Edsel before the discontinuation of the division). One of the first examples of downsizing, by adopting a common chassis and body with Ford, the Monterey lost six inches of wheelbase, nearly two inches of width, and over 4 inches of length; dependent on powertrain, the 1961 Monterey shed over 300 pounds of curb weight. At 120 inches, the Monterey was given a 1-inch longer wheelbase than the Galaxie.

The Monterey was offered in four bodystyles, including two and four-door hardtops, a four-door sedan, and a two-door convertible. Sharing its roofline with the Galaxie (except for the Starliner fastback), the Monterey differed primarily by its grille; in place of two large taillamps, Mercury used six small taillamps. While slightly more adorned than its Galaxie counterpart, the Monterey continued to adopt more subdued styling, shifting chrome trim nearly entirely to the front and rear fascias and the roofline.

Shared with the Ford Galaxie, the Monterey again received the 292 cubic-inch Y-block V8 (175 hp), with the option of 352 and 390 cubic-inch FE V8s (220 hp and 300/330 hp, respectively). As before, 3-speed manual and 3-speed automatics were offered, with a 4-speed manual becoming an option.

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.

Nº 23.

Jaguar XK Coupé.

Escala 1/60.

"Coches en miniatura" - "El Periódico" (España).

Welly/Nex.

Año 2015.

---------------------------------------------------------------------

Jaguar XK

From Wikipedia, the free encyclopedia

"The Jaguar XK series (XK, XK8 and XKR) is a series of grand tourer cars produced by British car maker Jaguar Cars since 1996. The series was introduced at the Geneva Motor Show on 5 March 1996, and the last car came off the production line on 23 July 2014.

The first generation of the series, the XK8, replaced the XJS, and was available as a coupé and convertible. The XK8 was the first 8-cylinder vehicle produced by Jaguar since the Daimler 250, introducing the Jaguar AJ-V8 engine.

The second generation XK was launched in 2006 (as a model year 2007). The new XK introduced an aluminium monocoque bodyshell, and is available both as a two-door coupé and two-door cabriolet/convertible, with just the engine and associated mechanicals being carried forward."

(...)

- XK8/XKR (1996–2006)

- XK/XKR (2007–2014)

"The newly designed XK was unveiled in 2005 at the Frankfurt Motor Show in Germany. Jaguar's chief designer Ian Callum (who was also responsible for working on the Aston Martin DB7 and Vanquish coupés) claimed that the inspiration for the shape of the new XK came from his admiration for British actress Kate Winslet's curves. The X150's grille was also inspired from the famous 1961 Jaguar E-Type.

The standard XK model has an unlimited top speed of 158 mph whilst the XKR an unlimited top speed of 174 mph. An even faster variant, the XKR-S model was introduced at the Geneva Motor Show in 2012. The XKR-S gained an additional 40-horsepower over the XKR bringing the 0-60 mph time down to only 4.4 seconds and the top speed up to 300 km/h (186 mph) - making it the fastest Jaguar yet after the Jaguar XJ220. A convertible version of the XKR-S was released in 2012.

Production of the XK ceased in July 2014 without a replacement model until F-Type."

Source: en.wikipedia.org/wiki/Jaguar_XK

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.

"The Audi 90 Quattro IMSA GTO was a specialised version of the Quattro intended for racing in the IMSA GT Championship. Entered into the 1989 IMSA GT Championship by Audi Of America and driven by Hans-Joachim Stuck, the Quattro GTO was essentially a standard Group B Audi Quattro with a silhouette bodyshell and an all-wheel drive drivetrain"

Apparently this car has since become one of the most iconic and revered IMSA cars of all time. I'm none the wiser if i'm honest ;-p but does explain why Hot Wheels have finally released a miniature version.

Very hyped at the moment though I was lucky enough to find two at a B&M Bargains recently as part of a large Case F haul.

Mint and boxed.

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.

6th September 1994. 47337, carrying the unofficial name of "Taliesin", delivers 92015 and 92014 for storeage at MOD Kineton as 6X92 the 9:36 from Loughborough. The bodyshell of 47337 was subsequently used to make 57602.

Reliant Scimitar SE4 (1964-66) Engine 2553cc S6 OHV Production 296

Registration Number XBF 496 D (Stoke-on-Trent)

RELIANT SET

www.flickr.com/photos/45676495@N05/sets/72157623815081608/

Based on a design by David Ogle as the Ogle SX250, which had originally been based on the Daimler Dart with Daimler Dart SP250 chassis and running gear. The car had been privately commissioned by Boris Forter, managing director of the Helena Rubenstein Company (UK), who later had another one built for his girlfriend.

Reliant approached Ogle and asked to buy the rights for it, after some changes to the bodyshell and modifications to fit a Reliant Sabre chassis and running gear the new Scimitar took shape. The Scimitar retained the Ford straight six engine from the Sabre, but with triple SU carburettors as standard it now produced 120 bhp and propelled the car to a top speed of 117 mph. It was launched at the Earls Court Motor Show in 1964; priced at £1,292

Many thanks for a fantabulous 37,285,800 views

Shot at the Black Country Car Show, Himley Hall 06.09.2015 Ref 106-927

Jensen Interceptor III (1971-73) Engine 440cu (7212cc)

Production 3419

Registration Number KKP 718 L (Kent)

JENSEN ALBUM

www.flickr.com/photos/45676495@N05/sets/72157624203748256...

The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.

The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.

The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.

The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes

The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.

Diolch am 79,998,019 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 79,998,019 amazing views, every one is greatly appreciated.

Shot 05.01.2020.at Bicester Heritage Centre, Bicester, Oxon 144-677

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Ford Escort (5th Gen Facelift) XR3i (1992-97) Engine 1796cc S4 Zetec

Registration Number K 70 TBV

FORD EUROPE

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

The Escort Mark V[ platform (and Mark III Orion saloon) arrived in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension.

Initially the 1.3 L HCS, 1.4 L and 1.6 L CVH petrol and 1.8 L diesel units were carried over from the old model. This model however was poorly received by the motoring press, and was panned by journalists for its mediocre driving dynamics and unremarkable styling.

In early 1992, an all new Zetec 16-valve engine was launched bringing improved driveability, while also marking the return of the XR3i which was available with two versions of the 1.8 L Zetec engine

Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort hatchback's case, a new rear end. The crash structure was also improved, featuring side impact bars, a reinforced safety cage, improved crumple zones, front seat-belt pretensioners and airbags. This Escort was the first European Ford to feature an airbag;

Many thanks for a fantabulous 35,990,600 views

3hot at the Enfield Pagaent N. London-25:05:2015 Ref 106-303

156403 approaches Barton Lane crossing with the 12:25, Leicester - Lincoln service, 19th September 2009.

Unit History

156403 was built by Metro-Cammell at Washwood Heath in 1988, is based on the Mark III bodyshell and is powered by a 6-cylinder Cummins NT855-R5 diesel engine under each vehicle through Voith automatic transmissions. 156403 is one of eleven class 156 units currently operated by East Midlands Trains on local duties and has received the Stagecoach corporate “suburban” livery branded for East Midlands Trains.

Entering Leicester with the terminating 2L56 service from Lincoln is East Midlands Trains Class 156, 156411.

Based on the earlier designs of the Class 151, the Class 156 was an express variant created for longer distance operations on the then British Rail Regional Railways sector. 114 units were constructed by Metro-Cammell (now owned by Alstom) at their former Washwood Heath works in Birmingham, with the primary goal of replacing the last few 1st generation DMU units from the 1950's and early 60's on longer distance trains.

The original Class 151 was designed as a competitor against BREL's Class 150 as a new unit for the 1980's. The Class 151 however had many flaws that made it somewhat inferior to the Class 150, and thus was not chosen for mass-production. In response, the Class 156, Metro-Cammel's second attempt at a widespread unit for BR operation, was conceived upon much more conservative principles. The bodyshell was made of steel instead of aluminium, and the cab design was deliberately similar to the BREL Class 150 to ease union acceptance.

The vehicles are powered by 6-cylinder Cummins NT855-R5 diesel engines through Voith T211r hydraulic automatic transmissions and Gmeinder final drive units. They have a top speed of 75mph.

Unlike the Class 150 units, the 156's have a single-leaf sliding door at either end of each coach. This reflected the expected longer journeys with fewer stops that the Class 156 was supposed to operate. As with the Class 150, all the doors are operable by passengers when released by the guard using one of two passenger door control panels; they are energized using a carriage key to turn a rotary switch situated on the cab bulkhead. Units operated by Abellio ScotRail have additionally been fitted with door-control panels near the centre sets of doors for the convenience of the guard.

The first 100 units were all ordered by the Provincial Sector of British Rail, and carried the sector's livery of blue and beige with light blue stripe. Twenty units, numbers 156401-419/422 based at Tyseley depot, were later repainted into Regional Railways Express livery after the rebranding of Provincial.

The last fourteen units, numbers 156501-514, were ordered by Strathclyde PTE, and carried an orange and black livery. This was later replaced by a carmine and cream livery, reminiscent of the 1950s livery carried by Mk.1 coaching stock.

In the early 1990's, British Rail was looking to save costs on rural routes, and decided that operating two-car trains was too expensive. The company planned to convert a number of Class 156 units into single-car vehicles as Class 152. In the event, the decision was taken to do this with the Class 155 units instead.

The Class 156's entered service with Regional Railways in 1988, primarily on services in the Scottish Lowlands and Northern England. They were a major hit, with their extra capacity and express style seating being quite popular among passengers. The 156's plied their trade for many years until the introduction of the faster Class 158's somewhat demoted them to many slower workings, although many 156's retained express operations and would often work in conjunction with 158's.

One Class 156 however has been lucky enough to leave the UK on an excursion to Holland, this being 156502 from the Scottish Region. In summer 1989, in connection with celebrations marking the 150th anniversary of Dutch railways, British Rail was invited to send an example of its latest rolling stock to be exhibited at Utrecht for two weeks. Class 156 unit number 156502 from Glasgow was selected; it was unusual as it carried the Strathclyde Passenger Executive (SPE) orange and black livery. On 16th June, 1989, the unit was driven under its own power by a Derby train crew from the Railway Technical Centre to the Netherlands. As the Channel Tunnel was still under construction, the train was carried on the SNCF train ferry from Dover Western Docks to Dunkirk, from where the unit was driven through France and Belgium to the Dutch border at Essen and on to Utrecht with help from SNCF, SNCB and NS train crews. The unit was exhibited along with various items of rolling stock from across Europe for around two weeks, after which it returned to the UK.

Today, all units remain in service with a variety of operators from Scotland to the North of England, Anglia and the Midlands. Many of the former Central Trains units from the original batch were offloaded following the mass introduction of Class 170's in the mid-2000's, and have found allocation elsewhere with East Midlands Trains and Northern Rail.

As it stands, East Midlands Trains operate 14 units on services in the East Midlands and Anglia. Northern Rail operate 40 to work around Manchester, Liverpool, Leeds, York, Hull, Carlisle and Blackpool. Abellio Scotrail operate 48 units that work the entire length and breadth of Scotland, from their various services across the border to Newcastle and Carlisle, to the remote and rural operations of the West Highland Line to Fort William and Mallaig. Abellio Greater Anglia operate the smallest fleet of 5 units on various services in the Anglia region, including trains to Great Yarmouth. During the transfer of stock within First TransPennine Express, a small number of 156's were leased to the company to cover their operations around Liverpool in 2015, though it is understood that these units have either been or soon will be retunred to Northern Rail.

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

Austin Allegro 1300SDL (1973-75) Engine 1275cc S4 Transverse

Registration Number JBY 794 N

AUSTIN SET

www.flickr.com/photos/45676495@N05/sets/72157623759808208...

The Allegro was designed as the replacement for the popular Austin 1100 and 1300 models by Sir Alec Issigonis.and was available as 2 and 4 door Saloons and a 3 door Estate. Powered by the BMC A series engine in 1100 and 1300cc versions or the E series engine in 1500 and 1750cc forms, with a sump-mounted transmission. driving the front wheels. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Early Allegro models featured a "quartic" steering wheel, which was rectangular, with rounded sides. The quartic wheel did not take off, and was first dropped in 1974.

The SDL remained top of the 1300cc and 1500cc ange throughout the life cysle of the Series i Allegro

Shot at Tatton Park, Manchester, Classic Car Show 18:08:2012 REF 88-43.

Quite possibly one of the most beautiful sports cars of all time, and one of those machines that harps back to the good old days of early low-down seventies supercars.

Making its debut at the 1972 Paris Auto Show, the Maserati Merak entered production just over a year after the similarly designed Bora. The Merak and the Bora share the front part of bodyshell up to the doors, but front ends are differenced mainly by the use of dual chrome bumpers in place of twin trapezoidal grilles, but the similarities end at the B-pillar. Giorgetto Giugiaro at Italdesign was commissioned the transformation of his last work the Bora into the Merak. Unlike its bigger sister the Merak doesn't have a true, fully glassed fastback, but rather a cabin ending abruptly with a vertical rear window and a flat, horizontal engine bonnet pierced by four series of ventilation slats. Giugiaro completed the vehicle's silhouette by adding open flying buttresses, visually extending the roofline to the tail.

The main competitors of the Merak were the similarly Italian, mid-engined, 3-litre and 2+2 Dino 308 GT4 and Lamborghini Urraco P250. However unlike its transverse V8-engined rivals the Merak used a more compact V6, that could therefore be mounted longitudinally. Having been designed during the Citroën ownership of Maserati (1968–1975) certain Citroën hydropneumatic systems were used in the Merak, as for the Bora. In specific the braking system and the clutch were both hydraulically assisted and operated, and the pop-up headlights hydraulically actuated. After 1976, when the French manufacturer gave up control of Maserati, the Citroën-derived parts were gradually replaced by more conventional systems. In 1977 Alejandro de Tomaso purchased Maserati and the Bora was discontinued after a production run of less than 600 cars, while the Merak remained on sale for six more years.

Specifications as to the car's performance are based largely on the models. The original Merak was powered by a 3.0L 187hp engine with three twin-choke Weber Carburettors, giving a top speed of 149mph. In 1976, the Merak SS was released after the 42nd Geneva Motor Show, which featured a 217hp engine. The final version of the Merak was the 2000GT, which entered sales in 1977 after the Turin Auto Show. This car was largely downgraded from other models for the Italian market after laws were introduced penalizing cars with engines over 2,000cc. As such, Maserati developed a 1,999cc engine producing 168hp.

Production of the Merak ended in 1983, with 1,830 examples built. Sadly the car isn't held in as high esteem as the larger Bora, although more Meraks were produced. Most points of contention with the Merak are that it is fitted with a V6 rather than the Bora's V8, and thus many argue that the car isn't a super-car in the traditional sense. The Merak did re-enter the limelight briefly on Top Gear, where Jeremy Clarkson bought himself a Merak for the same price as a Mondeo, but ended with his engine disintegrating!

The security at EMD Longport is certainly alert! The guard cat keeps tabs on my photography (through the fence of course) of 60014's bodyshell.

10-04-2026

Timișoara Tram 00755 is a modernised ex-Bremen Wegmann GT4e tram and seen near the Spitalul de Copii stop on a Gare de Nord (main railway station) service 1. The tram was formally numbered 3515 a GT4e originally built in 1974 for the German City of Bremen.

A consortium of Electroputere VFU Pașcani and Astra Vagoane Călători Arad won a E14.4m contract in 2014 to refurbish up to 30 trams over four years for the 600V dc standard-gauge network.

The trams feature a new steel bodyshell, GRP front and rear ends, digital passenger information screens and air-conditioning.

The modern looking units are electronically limited to 50km/h (30mph) and work most lines.

iPhone 7+

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

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150268 is one of the final batch of 85 two-car class 150 units which were built with front-end gangway connections and numbered in the range 150201-285. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150268 is operated by Northern and is seen here in there livery about to depart from York on a service to Harrogate and Burley Park, 2nd May 2008.

Porsche 993 (911) Carrera Cabriolet(1993-98) Engine 3600cc Flat 6 268bhp

Registration Number SMY 911 X

Production 68,029

PORSCHE SET

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.

The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W

Diolch am olygfa anhygoel, 62,399,647 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 62,399,647 views

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-585

Rolls Royce Silver Seraph (1998-02) Engine 5379cc M73TUB54 V12

Production 1570

Registration Number 446 GUL (Cherished number, originally issued for allocation from London)

ROLLS ROYCE ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623690651737...

Designed by Steve Harper under Graham Hull Rolls-Royce Silver Seraph was unveiled at the 1998 Geneva Motorshow, replacing the Silver Spirit, in the Rolls Royce line up. The car had been developed alongside its Bentley stablemate, the Bentley Arnage which aside from badges and wheels, was externally identical, with both models sharing the same platform and bodyshell. It was powered by the BMW M73 engine, a 5.4L aluminium alloy V12 engine coupled to a 5-speed automatic transmission, making it the first twelve-cylinder Rolls-Royce since the 1939 Phantom III. Mechanically the Bentley differed, powered by twin turbocharged V8 of its own design and firmer suspension. The Seraph was known for its relatively limited acceleration and comfortable handling but still had a top speed of 140mph. All Seraphs were hand-built at the Rolls-Royce factory in Crewe, England. The car had a base price of £155,175.

Silver Seraph production was discontinued in 2002 when the licence to use the Rolls-Royce marque was sold to BMW

Diolch am 86,124,162 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 86,124,162 amazing views, every one is greatly 7appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-319

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.

This is one of the 19 class 312/1 units built for the Great Eastern route services in 1975/76 by BREL at York Works. While normally used on 25kV AC, they could also be used on the LT&S line from Fenchurch Street which operated at 6.25kV until the 1980s. They were based on the Mark 2 bodyshell. This one still has the full train identification number display, over the cab windows.

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.

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

VW Golf Mk.III Avantgarde Cabriolet (1993-01) Engine 1984cc S4

Chassis No: WVWZZZ1EZTK001465

Registration Number N 182 XKR (Maidstone)

VOLKSWAGEN SET

www.flickr.com/photos/45676495@N05/sets/72157623738785355...

The third generation Volkswagen Golf was introduced in 1991 replacing the Mk.II version.

The Cabrio version was launched in 1994 three years after the Hatchback, replacing the long running 1 st generation Cabrio and was to outlive the Mk.3 Hatch which was replaced in Hatchback and Estate form in late 1999, remaining in production until 2001.

Though the Cabriolet did receive an update in mid 1999 with the front, rear, and steering wheel styling from the Golf Mk4 while still maintaining the body from the Mk3 Cabrio.

Conceived as a thoroughly modern design its high-strength two-door monocoque bodyshell featured an integral roll-over hoop and driver's / passenger's airbags. The hood is a six layer quick release hood, . While, drivers had the advantage of both power-assisted steering (complete with an adjustable column) and ABS brakes. Available in S, SE, Avantgarde and Colour Concept trim levels and with a choice of 1.6 (100bhp), 1.8 (75 / 90bhp) or 2.0 litre (115bhp) engines, the model enjoyed a seven-year production run between 1994 and 2001

This car was offered for sale at the H and H Buxton Pavilion Gardens sale of 10th April 2019, with an auction guide price of £ 3,000 to £ 4,000

Diolch yn fawr am 70,007,134 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 70,007,134 amazing views, enjoy and stay safe

Shot 10.04.2019 at The Pavilion Gardens, Buxton, Derbyshire Ref 138-294

92003 "Beethoven" in British Rail two-tone grey with EWS Red & Yellow logo and another unidentified class 92 both with a three 'O' shaped channel tunnel logo double-head a train of 31 Cargowaggon bogie vans 6B20 (6B41) from Dollands Moor Sidings to Wembley European Freight Operating Centre on 9 December 2013. 92003 is famed for being the last British Rail train to ever run, just as this one traveling from Dollands Moor to Wembley at 23:15 on 21 November 1997.

Both class 92s were assembled by the BRUSH Traction Company Loughborough, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.

See this train in the video here: www.youtube.com/watch?v=bD4KORWMc2I

Seen working north through Alexandra Palace is Great Northern Class 321, 321409.

The Class 321's were never originally residents of the East Coast Mainline, but the recent reshuffling of stock, and the availability of 321 vehicles displaced from the West Coast Mainline by Class 350 Desiro units has seen them become regular performers of the Semi-Fast workings in and out of King's Cross.

The Class 321's made their debut in 1988, being built by BREL of York in a set of three batches of 117 units overall. The first batch were the Class 321/3's, of which 66 members were built to operate on the Great Eastern Mainline out of London Liverpool Street, replacing many of the original AC units that dated back to the 1950's. The second batch the 321/4's, were a set of 48 units built to operate on the West Coast Mainline out of London Euston and Birmingham New Street. The final batch, the 321/9's, were built to work trains in West Yorkshire between Leeds and Doncaster, of which three units were built.

The Class 321's design is based largely off the bodyshell of the MkIII coach, and have 1,300hp at their disposal, whisking them to 100mph. The success of these units have seen a selection of derivative units being built, including the Class 320's that work in the Glasgow Area, the Class 322's that were originally built for the Stansted Express but now reside in West Yorkshire, and the Class 456's that operate for Southwest Trains, being of the same design but powered by DC 3rd Rail.

Today, the fleet is still in heavy use on the London commuter networks, with Greater Anglia being the largest operator of the Class on trains out of Liverpool Street. Great Northern inherited a fleet of 13 Class 321's from First Capital Connect, which took these from Silverlink and London Midland after they were displaced from their usual West Coast Mainline stomping ground by the Class 350's. London Midland continue to operate 7 Class 321's in the peak periods for extra capacity, but are highly underutilised as the company pursues a standardised Desiro fleet.

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

Following withdrawl from Bakerloo line service in 1985, DM 10139 spent a number of years at Ruislip depot. It was reformed into unit 11172 (which had been used as a staff mess facility in the depot) at some stage while at Ruislip, replacing DM 10172 (does anyone know why?). The other 2 cars from its unit were sent for scrap. However, 10172, now separated from its unit, remained at Ruislip for some time afterwards.

10139 is seen in the sidings outside the depot on 19th March 1988. It had been heavily canibalised to keep the five active trains of '38 stock going. Note the broken windows, missing door and various parts dumped inside - there's even a guards panel visible in the third window from the front.

This car (together with 11172) eventually made their way to the Isle of Wight as spare vehicles. (They were provided as spare bodyshells in case one of the 18 other cars became damaged beyond repair). Although they were notionally allocated the unit number 483 010, they never carried passengers again. Their windows were plated over and they were painted blue with half-yellow fronts. They were initally stored in the siding at Sandown station before being moved to Ryde where the car bodies were removed from their bogies - the bodies spent the remainder of their time on the island languishing in the car park behind Ryde St Johns Road signal box. They were eventually scrapped circa 2001 following the reduction in the island's fleet size.

(Photographed from a passing Central line train).

I am a major fan of night photography so the opportunity this posed to me was a pleasing one.

West Coast Railway Company class 57 no. 57313 sits in platform 2 at Nuneaton whilst setting down passengers working 1Z72 Avienmore-> London Euston statesman service on 09th March 2015. Fellow class 57 no. 57314 was dead on the rear.

The train took the branch towards Bedworth and Coventry before joining the main line to Euston.

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.

Nº 23.

Jaguar XK Coupé.

Escala 1/60.

"Coches en miniatura" - "El Periódico" (España).

Welly/Nex.

Año 2015.

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Jaguar XK

From Wikipedia, the free encyclopedia

"The Jaguar XK series (XK, XK8 and XKR) is a series of grand tourer cars produced by British car maker Jaguar Cars since 1996. The series was introduced at the Geneva Motor Show on 5 March 1996, and the last car came off the production line on 23 July 2014.

The first generation of the series, the XK8, replaced the XJS, and was available as a coupé and convertible. The XK8 was the first 8-cylinder vehicle produced by Jaguar since the Daimler 250, introducing the Jaguar AJ-V8 engine.

The second generation XK was launched in 2006 (as a model year 2007). The new XK introduced an aluminium monocoque bodyshell, and is available both as a two-door coupé and two-door cabriolet/convertible, with just the engine and associated mechanicals being carried forward."

(...)

- XK8/XKR (1996–2006)

- XK/XKR (2007–2014)

"The newly designed XK was unveiled in 2005 at the Frankfurt Motor Show in Germany. Jaguar's chief designer Ian Callum (who was also responsible for working on the Aston Martin DB7 and Vanquish coupés) claimed that the inspiration for the shape of the new XK came from his admiration for British actress Kate Winslet's curves. The X150's grille was also inspired from the famous 1961 Jaguar E-Type.

The standard XK model has an unlimited top speed of 158 mph whilst the XKR an unlimited top speed of 174 mph. An even faster variant, the XKR-S model was introduced at the Geneva Motor Show in 2012. The XKR-S gained an additional 40-horsepower over the XKR bringing the 0-60 mph time down to only 4.4 seconds and the top speed up to 300 km/h (186 mph) - making it the fastest Jaguar yet after the Jaguar XJ220. A convertible version of the XKR-S was released in 2012.

Production of the XK ceased in July 2014 without a replacement model until F-Type."

Source: en.wikipedia.org/wiki/Jaguar_XK

One of the stylish Derby built Class 310 (AM10) four-car EMU's, 060, was stabled under the former LNWR overall roof at Rugby on a damp May 17th 1981. The fleet of 50 x 4-Car slam-door 310's were a familiar sight on the southern end of the WCML from their introduction in 1965. The class was the first to utilise the BR Mk.2 carriage bodyshell in their construction.

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.

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 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

Vauxhall VX1800 Estate FE (1976-78) Engine 1758S4 OC Production 25,185 (incl. VX 2300)

Registration Number RPG 83 R (Guildford)

VAUXHALL SET

www.flickr.com/photos/45676495@N05/sets/72157623863172810...

The 1972-76 Victor FE was updated for 1976 dropping the Victor name, the new car had a number of trim changes but bore the same bodyshell and running gear as the FE Victor. Available also as the VX 1800 or VX 2300 and in both saloon and estate form. Originally designed independently at Luton but with the demise of the VX and arrival of the Carlton ( a rebadged Opel Rekord) German design prevailed

Many thanks for a fantabulous 37,380,100 views

Shot at the Black Country Car Show, Himley Hall 06.09.2015 Ref 106-963

This was the engine donor for the '67 Impala I'm doing at present. I played around with the bodyshell and chassis and realised it goes together nicely, so I'm planning to do this as a quick, simple kerbside build with no engine.

It'll be one less box on the shelf at least.....