God, if you'd put in a deposit for one of these back when this was proposed, you would have been jibbed in more ways than one! This really was the dream car that turned into an absolute nightmare!

The proposal for the Jaguar XJ220 seemed to come right out of nowhere. In 1986 the company was sold to Ford after ownership under British Leyland, and was producing a selection of strange luxury motors including the XJS and the XJ, which, although were very good and highly luxury machines, weren't exactly setting the world on fire.

But racing had been put forward to the company before, and racing team owner Tom Walkinshaw encouraged Jaguar to put one of their XJS's into the 1981 European Touring Car Championship, in which they succeeded in winning the competition in 1984. Jaguar had started to provide factory support to racing team Group 44 Racing, who were using the Jaguar-engined XJR-5 in the IMSA GT Championship, supplying V12 engines from 1983 onwards and supporting a Le Mans entry in 1984. Tom Walkinshaw and Jaguar agreed to entering the FIA Group C World Sportscar Championship and developed the XJR-6, which was powered by the Jaguar V12 engine; the car was launched during the 1985 season.

TWR took over the IMSA GT Championship operation in 1988 and one model – Jaguar XJR-9 – was launched to compete in both series. The XJR-9, which retained the Jaguar V12 engine, went on to win the 1988 24 Hours of Le Mans and World Sportscar Championship in the same year. The poor fuel consumption of the Jaguar V12 combined with new rules restricting refuelling during races forced the replacement of the V12 engine in the XJR-9s successors, the XJR-10 and XJR-11. The normally-aspirated Austin Rover V64V engine, designed for the MG Metro 6R4 had recently been made redundant thanks to the Group B rally ban in 1987, and the design rights were for sale. The compact, lightweight and fuel efficient nature of the small-displacement, turbocharged engine was investigated by TWR, who considered it an ideal basis for a new engine to power the XJR-10 and purchased the design rights from Austin Rover Group.

Jaguar and their Director of Engineering, Jim Randle, felt these racing cars were too far removed from the product available to the general public, especially with the rule changes that mandated the replacement of the Jaguar V12 engine in the forthcoming XJR-10 and XJR-11 racing cars. Therefore a project was initiated to design and build a car capable of winning Le Mans "in house", just as the Jaguar C-Type and D-Type had done. The groundwork for the project was undertaken by Randle over Christmas 1987, when he produced a 1:4 scale cardboard model of a potential Group B racing car.

The cardboard model was taken into the Jaguar styling studio and two mock-ups were produced. One was said to be reminiscent of the Porsche 956, the other took elements of the then current Jaguar XJ41 project and Malcolm Sayer's work on the stillborn Jaguar XJ13 racing car.

The project still had no official support, leaving Randle no option but to put together a team of volunteers to work evenings and weekends in their own time. The team came to be known as "The Saturday Club", and consisted of twelve volunteers. To justify the resources consumed by the project, the XJ220 needed to provide meaningful data to the engineers on handling, aerodynamics, particularly at high speeds, and aluminium structures. These requirements, together with FIA racing regulations and various government regulations governing car design and safety influenced the overall design and engineering direction of the car.

The FIA Group B regulations steered the concept towards a mid-engine, four-wheel drive layout, with a Jaguar V12 engine as the power source. The concept car was designed and built at very little cost to Jaguar, as Randle called in favours from component suppliers and engineering companies he and Jaguar had worked with in the past. In return he offered public recognition for their assistance and dangled the possibility of future contracts from Jaguar.

The name XJ220 was chosen as a continuation of the naming of the Jaguar XK120, which referred to the top speed of the model in miles per hour. The concept car had a targeted top speed of 220 mph so became the XJ220. The XK120, like the XJ220, was an aluminium-bodied sports car, and when launched was the fastest production car in the world.

Jaguar and engine designer Walter Hassan had previously created a 48-valve variant of their V12 engine specifically for motorsport use. It featured a double overhead camshaft layout with four valves per cylinder, compared with the single overhead camshaft and two valves per cylinder of the production engine, which was used in the Jaguar XJ and Jaguar XJS models at the time.

TWR and Cosworth had manufactured a number of these racing V12 engines during the 1980s and they had been raced competitively, with a 7-litre version of this engine featuring in the Le Mans winning Silk Cut Jaguar XJR-9. Five of these engines still existed, all of which were fitted with dry sump lubrication. These engines were chosen and considered to be especially useful as the dry sump would lower the vehicle's centre of gravity. The displacement of the V12 was set at 6.2L for the XJ220.

Jaguar had little experience with four-wheel drive systems at the time, having previously only produced rear-wheel drive cars. Randle approached Tony Rolt's company, FF Developments to design the transmission and four-wheel drive system for the XJ220, with Rolt's son Stuart running the project. Tony Rolt was the Technical Director of Ferguson Research, where he was heavily involved in the design of the four-wheel drive system used in the Jensen FF, the first sports car to be fitted with such a transmission. Tony Rolt also had a long involvement with Jaguar, winning the 1953 24 Hours of Le Mans with the factory works team driving the Jaguar C-Type.

The mid-engine complicated the design of the four-wheel drive system, and an innovative solution was needed to get drive from the rear of the engine to the front wheels. The chosen design took the front-wheel drive from the central differential on the rear transaxle and sent it through the V in the centre of the engine using a quill drive, before joining an inverted differential. The clutch was a twin-plate unit designed by AP Racing.

The design brief for the exterior restricted the use of aerodynamic aids, and aimed for a stylish yet functional body similar to the Jaguar D-Type. Drag and lift were limited at the envisioned ground clearance for road use, but the design allowed for additional downforce when the car was set up for racing; the body produced around 3,000 lb of downforce at 200 mph. The design was also intended to have a variable rear wing that folded into the bodywork at lower speeds. Aerodynamic work was undertaken at the Motor Industry Research Association wind tunnel using a 1:4 scale model, as the project was unable to budget for a full-scale mock-up.

The bodywork for the concept car displayed in 1988 was hand built from aluminium by Park Sheet Metal, a specialist automotive engineering company that manufactures concept cars and low-volume, niche models for various manufacturers, including Bentley. QCR Coatings undertook final painting of the bodyshell in silver. The concept also featured electrically operated scissor doors and a transparent engine cover to show off the V12 engine.

The concept car had a Connolly Leather-trimmed interior produced by Callow & Maddox, and was fitted with front and rear heated windscreens, electric windows, air conditioning, heated electrically adjustable seats with an Alpine Electronics CD player. The dashboard was supplied by Veglia.

The concept car was completed in the early hours of 18 October 1988, the day it was due to be unveiled at the British International Motor Show, being held at the National Exhibition Centre, Birmingham.

Jaguar's marketing department had allocated space on their stand at the motor show for the XJ220, but had not seen the vehicle until its arrival. Jaguar chairman John Egan and Roger Putnam, who was in charge of Jaguar's racing activities, were shown the vehicle the week before the motor show and signed off on the concept, allowing its unveiling. The car received an overwhelmingly positive reception by public and press, and a number of wealthy Jaguar enthusiasts handed over blank cheques to secure a purchase option should the XJ220 concept go into production. Ferrari displayed their F40 model at the same event; an estimated 90,000 additional visitors came to see the Jaguar and Ferrari cars.

The XJ220 was not initially intended to be a production car, but, following the reception of the concept and financial interest from serious buyers, a feasibility study was carried out by teams from TWR and Jaguar. Its conclusion was that such a car would be technically feasible, and that it would be financially viable. The announcement of a limited production run of 220 to 350 cars came on 20 December 1989. The list price on 1 January 1990 was £290,000 exclusive of value added tax, options and delivery charges, but by 1992 that had increased considerably owing to indexation of contracts. The offer was four times oversubscribed, and deposits of £50,000 exclusive of Value Added Tax (VAT) were taken from around 1400 customers; first deliveries were planned for mid-1992.

What Jaguar didn't reckon on was that the 1990's were going to get off to a very bad start, with a good old fashioned recession to usher in the new decade. This, combined with the various downgrades that would have to follow to make the car road legal, would result in the Jaguar XJ220 giving the company and the customers headaches in more ways than one.

In 1991, the company constructed a new £4 million factory at Wykham Mill, Bloxham, for the single purpose of building the XJ220, the plant being opened by the late Princess Diana. But, in order to comply with a variety of road legislation, engineering requirements resulted in significant changes to the specification of the XJ220, most notably replacement of the Jaguar V12 engine by a turbocharged V6 engine.This downgraded engine made that desirable rocket car more run-of-the-mill, and many pulled back their deposits.

At the same time the economy collapsed and when the first production cars left the factory in 1992, many of the original potential buyers who had put down their hefty deposits found that they couldn't afford it, and wanted their money back. Many of them cited the fact that the four wheel drive, V12 had been downgraded to a two wheel drive, V6, and thus they weren't getting what they paid for. The result was that Jaguar went so far as to take their customers to court, and forced them to buy a car they no longer wanted, the problem being exacerbated by the fact that in 1993, the McLaren F1 took the title of world's fastest production car, was available with the V12 and all things it promised, and was much smaller and more manageable than the bulky XJ220.

A total of just 275 cars were produced by the time production ended, 22 of their LHD models never being sold, each with a retail price of £470,000 in 1992, probably one of the biggest automotive flops in motoring history, right up there with the DeLorean and the Edsel. But this would later be advantageous for many, as this pedigree 'worlds-fastest-car' machine would go in later years for a much lower price. £150,000 mind you, but it's a lot better buying the one's that weren't sold at this reduced price, than at the initial asking price back in 1992. Therefore buyers were able to procure themselves a first-hand XJ220, for half the price, a representative saving of nearly £250,000.

Today the XJ220's are rare beasts indeed, rarely coming out to play due largely to their expensive upkeep, heavy fuel consumption and sheer size. But keep your eyes open in some of the more affluent neighbourhoods, be they Dubai, Beverley Hills, or the South of France, and chances are you'll be able to find one.

Estimated : CHF 70.000 - 100.000

Sold for CHF 66.700 - € 60.597

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

Porsche's long-running and much loved 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.

The first of countless upgrades to the perennial 911 came in 1966, two years after production had commenced, with the introduction of the 911S, which featured stylish Fuchs five-spoked alloy wheels and a heavily revised and more powerful engine. Improved handling courtesy of a lengthened wheelbase arrived in 1969 and then in 1970 the 911's air-cooled, flat six engine underwent the first of many enlargements - to 2.2 litres. By this time the models on offer had stabilised at three: the entry-level 911T, middle-ranking 911E and top-of-the-range 911S, all of which were available as either a closed coupé or Targa convertible. With the 2.2-litre engine's arrival, a common type of cylinder head was adopted, the differing power outputs being determined principally by valve timing rather than valve sizes as had been the case hitherto. In 1972 all 911 variants received the 2,341cc (nominally 2.4-litre) unit, which in 'E' specification produced a maximum of 165bhp.

According to the vendor, this delightful Porsche 911E Targa had been comprehensively restored by Harald Brandner of BMC Classics in Florida, USA in 2011/2012. When the car arrived in Europe, the engine was again thoroughly overhauled by renowned specialist Tobias Nussbaumer of Flat Six Cars in Basel. Since then it has seen only sporadic use in good weather only. Finished in grey with grey/black interior, this extensively restored 2.4-litre 911 is offered with Swiss Carte Grise; MFK document; and assorted invoices, correspondence, and photographs relating to its restoration.

Chassis n° WPOZZZ93ZKS010076

Estimated : CHF 210.000 - 250.000

Sold for CHF 224.250 - € 204.290

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

'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 162km/h in 14 seconds.

The Turbo's characteristic flared wheel arches 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 300bhp and the top speed of what was the fastest-accelerating road car of its day went up to 257km/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.

One of only three European-specification examples delivered new to the Gulf States, chassis number '10076' was completed on 8th December 1988 and is an early Turbo Targa example for model year 1989, a very rare model equipped with the desirable five-speed G50 gearbox, newly introduced on the Type 930 for 1989. That this car should be delivered new to the Middle East is not surprising given its exotic specification - a Turbo with the Targa body - and high price (the equivalent of €65,000, so very expensive at the time).

The Porsche was delivered in May 1989 to its first owner by Porsche Ali & sons Motor in Abudabi, a little under 6 months after its completion date, and was originally finished in black with a 'weinrot' (wine red) leather interior, a restrained yet stylish choice. Several options were specified, including a heavy-duty battery; Auto Lock differential (an option much sought after by Porsche purists); short shift; and a Blaupunkt Toronto radio.

The car has been serviced regularly at Porsche Ali & sons from new until 1997 and at Behbehani Centre until 2008, by which time it had covered some 107,000 kilometres. In 2008 the car moved to France where it has been restored to original specifications and since then has been driven only occasionally. More recently this desirable 930 Turbo Targa has benefited from cosmetic and mechanical works (invoices on file). Since 2017 even more money was spent, including work to ignition, cold start controller, fuel pump, electricity, ... totalling over €25.000 (invoices on file).

Accompanying documentation consists of a French Carte Grise; stamped service booklet; a lot of invoices for work carried out; Porsche Certificate of Authenticity confirming factory specifications, options and matching colours/numbers; and books/manuals in their original pouch.

Displaying a little over 111,000 kilometres on the odometer, this ultra-rare 930 Turbo Targa 5-speed G50 is an exciting opportunity not to be missed by any serious Porsche collector or enthusiast.

The Mark I Ford Escort was introduced in the United Kingdom at the end of 1967, making its show debut at Brussels Motor Show in January 1968. It replaced the successful long running Anglia. The car was presented in continental Europe as a product of Ford's European operation. Escort production commenced at Halewood in England during the closing months of 1967, and for left hand drive markets during the autumn/fall of 1968 at the Ford plant in Genk. Initially the continental Escorts differed slightly from the UK built ones under the skin. The front suspension and steering gear were differently configured and the brakes were fitted with divided hydraulic circuits; also the wheels fitted on the Genk-built Escorts had wider rims.[1] At the beginning of 1970, continental European production transferred to a new plant on the edge of Saarlouis, West Germany. The MkI was also built in Israel between 1969 - 1975.

The Escort was a commercial success in many parts of western Europe, but nowhere more than in the UK, where the national best seller of the 1960s, BMC's Austin/Morris 1100 was beginning to show its age while Ford's own Cortina had grown, both in dimension and in price, beyond the market niche at which it had originally been pitched. In June 1974, less than six years after the car's UK introduction, Ford announced the completion of the two millionth Ford Escort, a milestone hitherto unmatched by any Ford model outside the USA.It was also stated that 60% of the two million Escorts had been built in Britain.[3]

The Escort had conventional rear wheel drive and a four-speed manual gearbox, or 3 speed automatic transmission. The suspension consisted of a simple live axle mounted on leaf springs, but with rack-and-pinion steering. The Mark I featured contemporary styling cues in tune with its time: a subtle Detroit-inspired "Coke bottle" waistline and the "dogbone" shaped front grille — arguably the car's most famous stylistic feature. Similar styling featured in the larger Cortina Mark III (also built in West Germany as the Taunus) that was launched in 1970.

Initially, the Escort was sold as a 2-door saloon (with circular front headlights and rubber flooring) on the "De Luxe" model. The "Super" model featured rectangular headlamps, carpets, a cigar lighter and a water temperature gauge. A 3-door estate was introduced at the end of March 1968 which, with the back seat folded down, provided an impressive 40% increase in maximum load space over the old Anglia 105E estate, according to the manufacturer. The estate featured the same engine options as the saloon, but it also included a larger 7½ inch diameter clutch, stiffer rear springs and in most configurations slightly larger brake drums or discs than the saloon. A panel van appeared in April 1968 and the 4-door saloon in 1969.

Underneath the bonnet was the Kent Crossflow engine. Diesel engines on small family cars were very rare, so the Escort featured initially only petrol engines — in 1.1 L, and 1.3 L versions. A 940 cc engine was also available in some export markets, but few were ever sold.

There was a 1300GT performance version, with a tuned 1.3 L Kent (OHV) engine sporting a Weber carburetor and uprated suspension. This version also featured additional instrumentation with a tachometer, battery charge indicator and oil pressure gauge. The same tuned 1.3 L engine was also used in a variation sold as the Escort Sport, that used the flared front wings from the AVO range of cars, but featured trim from the more basic models. Later on a further "executive" version of the Escort was produced known as the 1300E. This featured the same 13" road wheels and flared wings of the Sport, but was trimmed in an upmarket, for that time, fashion with wood trim on the dashboard and door cappings.

Hannu Mikkola's 1970 World Cup Rally -winning Escort.

Roger Clark's 1972 RAC Rally -winning Escort RS1600.

There was, in the early days of the Escort, a higher performance for rallies and racing — the Escort Twin Cam, which featured an engine with a Lotus-made 8-valve twin camshaft head fitted to the 1.5 L non-crossflow block, which had a bigger bore than usual to give a capacity of 1558 cc. Production of the Twin Cam, which was originally produced at Halewood, was phased out as the RS1600 was developed.

The Mark I Escorts became very successful as a rally car, and they eventually went on to become one of the most successful rally cars of all time.[5] The Ford works team was practically unbeatable in the late 1960s / early 1970s, and arguably the Escort's greatest victory was in the 1970 London to Mexico World Cup Rally being driven by Finnish legend Hannu Mikkola. This gave rise to the famous Escort Mexico (1.6 L "Kent" engined) special edition road versions in honour of the rally car.

In addition to the Mexico, the RS1600 was developed which used a Kent engine block with a 16-valve Cosworth cylinder head. This engine was essentially a detuned Formula 3 engine designated BDA, for Belt Drive A Series. Both the Mexico and RS1600 were built at Ford's Advanced Vehicle Operations (AVO) facility located at the Aveley Plant in South Essex. As well as higher performance engines and sports suspension, these models featured strengthened bodyshells, making them an ideal model for rallying. Even today Mark I Escorts are still popular in the amateur rally scene. The BDA engine has a distinctive growling which can be heard for quite a distance when the vehicle is being driven hard, such as in competition.

Ford also produced an RS2000 model as a more "civilised" alternative to the somewhat temperamental RS1600, featuring a 2.0 L Pinto (OHC) engine. This also clocked up some rally and racing victories; and pre-empted the hot hatch market as a desirable but affordable performance road car. Like the Mexico and RS1600, this car was produced at the Aveley plant.

The Escort quickly became one of Britain's most popular cars, comfortably outselling the conceptually similar Vauxhall Viva HB launched two years earlier. It was also a success on export markets, though in the larger European markets it tended to be outsold by the Opel Kadett, its General Motors rival. The car was built in Germany, Britain and in Commonwealth countries such as Australia and New Zealand.

For my video; youtu.be/FgL5LQqEZkk

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

The 1949 Mercury Eight became the definitive lead sled.

In 1950; Front indicators were larger, the high- end Monterey coupe was introduced, in the same vein as the Ford Crestliner, the Lincoln Lido and the Lincoln Cosmopolitan Capri Coupe.

Models available in 1950 were; the M72A 2 door Coupe, the M72B 2 door Club Coupe, the M72C Monterey 2 door Coupe, the M74 4 door Sedan, the M76 2 door Convertible and the M79 2 door Wagon (wood sides)

1951; The bull nose grille continued out to the outside of the fenders to include the indicators.

Engine; 110hp 255 cu in Flathead V8

Daimler Double Six series III (1991) Engine 5343cc V12 OC

Registration Number J 52 PWK

ENTRANT: David Kelly

DAIMLER SET

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Essentially the same bodyshell and running gear as the Jaguar, with the Pinninfarina cabin changes, The Vanden Plas version lasted just eighteen months, replaced by the HE with similar equipment.

This car was used by Her majesty the Queen from 1991 to 1995 attending various public engagements and also personally on journeys from Buckingham Palace to Windsor Castle. The car joined the Royal fleet in replacement of a 1984 model the Queen had enjoyed for seven years.

When the current owner bought this car in 2008 he had no idea of its Royal Heritage, only discovering it some months later via the Jaguar daimler Heritage Trust and the Royal press Office, after he had repairs done to the car discovering that it was painted and trimmed in non standard colours and a non-standard bench rear seat with lap belts and no headrests.

Shot at the Goodwood Festival of Speed 30:06:2012 Ref: 87-097

In 1970 a new Taunus, the Taunus Cortina (TC), was introduced, as a two- or four-door sedan, station wagon (or Turnier) and coupé. It was very similar to the British Ford Cortina Mk III but without the "coke bottle" belt line. Also, the Taunus was available as a coupe, a bodystyle that the Cortina was never made in.

Both cars were developed under the auspices of Ford of Europe, and most major components including key parts of the bodyshell were identical. From 1976 Taunus and Cortina models were identical in all but name, 'Taunus' being the name used in left hand drive (LHD) markets, and 'Cortina' in right hand drive ones, although the Cortina name was used in LHD South Korea and Taiwan. The Mk III was also sold in Scandinavia, alongside the Taunus.

The Ford Taunus TC series was conceived in the late 1960s to be a "world car" alongside its technical sibling the Cortina Mk III, with construction and design work taking place on both sides of the Atlantic. As with the design of the first generation, it was done under the supervision of Semon "Bunkie" Knudsen, of former General Motors fame. The car is often nicknamed "Barock 2" (pointing back to the Taunus P2 series of the late 1950s, commonly known as the "Barock-Taunus") or "The Knudsen Nose" by its German owners because of the pointy hood scoop that, as the legend has it, was put there on direct order from Knudsen. Otherwise the major design work is rumoured to have been done by German car designer Luigi Colani, who also did design concepts for BMW's motorcycle division in the late 1970s.

(Wikipedia)

- - -

Der Ford Taunus TC ist ein Pkw der Mittelklasse von Ford, der von Herbst 1970 bis Mitte 1982 gebaut wurde. Die Schwestermodelle des englischen Ford Cortina MK III (daher auch die Bezeichnung „TC“) haben Vierzylinder-Reihenmotoren oder Sechszylinder-V-Motoren und Hinterradantrieb. Sie sind Nachfolger der Ford 12m und 15m (P6), die mit Frontantrieb (P6) und V-4-Motoren technisch anders ausgeführt waren.

(Wikipedia)

Moving about Wansford is British Rail Class 46 Peak, D182 (46045).

The Class 46 was derived largely from the previous Class 45, sharing the same bodyshell and same Sulzer 12LDA28-B engine, but differed in the fitment of a Brush generator and traction motors, in place of the Crompton Parkinson equipment fitted to the Class 45. Along with the other Sulzer class 44 and 45 designs they are often referred to as "Peaks", so named because the earliest of the Class 44 were named after mountains.

They were built from 1961-1963 at British Railways' Derby Works and were initially numbered D138-D193, with 56 locomotives built.

Despite intermittent use on freight trains, Class 46s were regular performers on passenger turns, particularly North East-South West, Trans-Pennine and secondary North East-London trains, and depot allocations reflected this with locos at Gateshead, Cardiff and Plymouth in 1977 giving a typical spread. Freight workings were also quite often worked over long distances, particularly "clay hoods" carrying china clay from Cornwall to the area around Stoke-on-Trent.

In the 1980s the remaining locomotives were concentrated at Gateshead depot, and the final booked passenger workings for the class were the dated summer Saturday services Bradford - Weymouth (between Bradford and Birmingham New Street), Newcastle - Plymouth, Newcastle - Blackpool North, and York - Blackpool North.

By the early 1980's however, the locomotives were starting to look their age, and performance wise they were largely displaced by the much more efficient and flexible Class 43 HST sets which had been introduced on Cross-Country services from 1982. The last operations by Class 46's were made in 1984, after which a majority of the engines were scrapped.

However, one locomotive found itself being put on a suicide mission. On July 17th, 1984, 46009, hauling three Mark 1 coaches, was deliberately crashed into a "Flatrol" wagon loaded with a nuclear waste flask and lying on its side. The train was travelling at about 100 mph on the Old Dalby Test Track in a test organised by the CEGB. The test was intended to demonstrate to the public that there would be no leak of radioactive material in the event of a rail accident involving a train carrying a nuclear waste flask. As you can imagine, smashing the locomotive into a solid metal box designed to withstand nuclear radiation pretty much destroyed the locomotive, and the engine was scrapped on site by Vic Berry of Leicester.

Today, three of these locomotives have been preserved at heritage railways across the network, these being 46010 at the Great Central Railway; 46035 Ixion; and D182 (46045) at Midland Railway - Butterley.

Fiat 127CL (2nd Gen) (1977-81) Engine 1049cc S4 OHC 127 A.000

Registration Number XTM 401 S (London)

FIAT SET

www.flickr.com/photos/45676495@N05/sets/72157623665060711...

The Fiat 127 is a supermini car produced by Fiat 1971-83 in three series.

Originally launched in April 1971 as a two door Saloon, with the Hatchback version following the next year, which ulimately prove the more popular option. This was Fiat's first supermini-sized hatchback, along with a state-of-the-art transverse-engine/front-wheel-drive layout, with the transmission mounted on the end of the engine, both design ideas had been fully trialled since 1964, by Fiat's Autobianchi subsidiary with the Autobianchi Primula and 1969 Autobianchi A112 and A111 The car was one of the first of the modern superminis, and won praise for its utilisation of space (80 percent of the floor space was available for passengers and luggage) as well as its road-holding. It was launched a year before the comparable Renault 5, and before the end of the 1970s most mass market European manufacturers were producing similar cars, The 127 was also one of the more popular imported cars on the UK market, peaking at more than 20,000 sales in 1978. It was also the first car fitted with an all-polypropylene bumper on steel support. The 127 was an instant success, winning the European Car of the Year award for 1972, and quickly became one of the best-selling cars in Europe for several years. It was the third Fiat in six years to receive this accolade.

The Series 2 version of the 127 debuted in May 1977, featuring a restyled front and rear, a new dashboard, larger rear side windows and the option of the base 903cc engine and a 1049cc OHC engine. The tailgate was extended and now reached nearly to the rear bumper, addressing complaints about the high lip over which luggage had to be lifted for loading into the earlier 127 hatchbacks. There was also a "high-cube" panel van version, known as the Fiorino which was based on the Series 2 bodyshell, and this remained in production until 1984, when a new Uno-based Fiorino debuted.

Late in the 127 lifespan a Series 3 version was launched in January 1982 It is distinguishable from the Series 2 by a more assertively plastic grille. with the addition of a coressponding panel at the rear, simular to the newly introduced Ritmo/Strada range. The car received a completely new dashboard design and interior, again in line with the Ritmo. The 1301 cc Fiat SOHC engine was also introduced as an option for the Series 3.

The 127 was replaced as Fiat's high volume product in this sector by the Fiat Uno in January 1983

Many thanks for a fantabulous

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Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-199

The remains of a circa early 1970s British-built Austin-Morris EA public service ambulance w/ bodywork by ‘Wadham Stringer’ coachbuilders, sitting abandoned and neglected in the woods on a country lane near Darlington, County Durham, U.K. The body was made entirely of fibreglass, and every other non-plastic component on this vehicle has long since been removed. All that remains is this bare cracked bodyshell, which after being decommissioned as an ambulance used to be painted light blue (as a mobile grocer shop), and has now deteriorated to “hearing aid beige” bare exposed fibreglass. The vehicle has been siting in this exact same spot for decades.

Examples of abandoned classic vehicles in the wilderness such as this one have become an increasingly rare sight in the United Kingdom nowadays. However, as these pictures prove, they still exist out there in the year 2025.

Leyland National 11351A/1R 06645.

One of a batch of bodyshells built prior to the start of the Mark 2 and finished during the production line changeover.

Coachwork by Chapron

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in present-day top-of-the-range models. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc capacities, while other DS developments included a restyled front end, swivelling headlights, fuel injection, and a five-speed gearbox.

Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate, and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. (Chapron's first convertibles had been produced independently of Citroën, but the factory eventually gave the project its blessing). Despite a much-reduced demand for bespoke coachwork after WW2, Chapron survived thanks to his exemplary creations for Delahaye, Talbot and Salmson, switching to offering bespoke versions of unitary construction models when motor manufacturers began to abandon the traditional separate chassis frame. The arrival of the Citroën DS in 1955 presented Chapron with a fresh opportunity that would result in his name being forever linked with this remarkable car.

Citroën's own Décapotables were built on the longer, stronger chassis of the ID Break (Estate) but the model was never produced in England, where Citroën's right-hand drive cars were assembled at its Slough factory up to 1966. In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.

Built in 1964, this DS 19 Décapotable has the original-style front end predating the revised version introduced in 1967. A semi-automatic transmission model, the car was delivered new in Lyon, France and remained with its original owner until 1971. The second owner, a resident of the Loire region in France, kept the DS until 1999 when it passed to the current (third) owner in Holland. Between 1999 and 2002, the car was completely restored in Holland, including an interior re-trim and renewal of the electrics, with complete overhauls of the engine and transmission being carried out in 2015. Invoices relating to the 2015 overhauls are on file, and the DS also comes with its original first-owner and second-owner French Cartes Grises. The car is currently registered in the Netherlands and has a valid technical inspection.

The Zoute Sale

Bonhams

Sold for € 181.700

Estimated : € 135.000 - 175.000

Zoute Grand Prix 2016

Knokke - Belgium

Oktober 2016

The very sad sight of the body of 76056 dumped at Reddish depot. This was just over a year after the Woodhead line closed. On my visit there similar bodyshells littered around the place along with rows of withdrawn examples still on their bogies.

Coachwork by Henri Chapron

Chassis n° 4219414

The 1961 Paris Salon de l'Automobile show car

The Zoute Sale - Bonhams

Estimated : € 180.000 - 250.000

Unsold

Zoute Grand Prix 2023

Knokke - Zoute

België - Belgium

October 2023

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. The newcomer's startling appearance had been determined by the requirements of aerodynamic efficiency, while beneath the shark-like, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch and steering. No European car would match the DS's ride quality for several years, and the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension is demonstrated by its survival in top-of-the-range models until relatively recently.

Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible). One of the most stylish cars of the 1960s, the latter was the creation of that most celebrated Parisian coachbuilder, Henri Chapron, who called his first such model 'La Croisette'. A native of Nouan-le-Fuzelier in the Sologne region of France, Henri Chapron founded his coachbuilding company in 1919 at Levallois-Perret, Paris. Unlike so many fashionable French coachbuilders, Chapron carried none of the mental baggage that came from having graduated to cars from building horse-drawn carriages; consequently, his work had a freshness and innate sense of proportion that was well suited to chassis of quality.

Chapron's interpretations of the Citroën DS and ID were quite different from the regular production versions. Chapron added fins to the rear wings as early as 1965 and launched his own version of an upmarket DS at the Porte de Versailles Salon de l'Auto in October 1964 using the name 'Majesty'. At first, Chapron's décapotable conversion was not approved by Citroën, forcing him to buy complete cars rather than rolling chassis, but eventually the factory relented and went on to produce its own usine version on the longer chassis of the ID Break (estate) model.

Chapron continued to build his own Le Caddy and Palm Beach cabriolets together with various limousines and coupés. Chapron's second take on a soft-top DS, Le Caddy first appeared in 1959 and represented a considerable improvement over La Croisette. Whereas the latter had used saloon-type rear wings, necessitating a covering strip for the join between the wing and the redundant rear 'door' panel, Le Caddy used a much neater one-piece wing. The saloon's front doors were used until 1960 when longer ones were adopted, resulting in a further improvement in the design's proportions. Only 28 examples of the Le Caddy cabriolet were built between 1959 and 1968. Needless to say, they are all highly desirable.

In August 1961 this DS19 was despatched by Citroën to Henri Chapron for it to be modified into a 'Le Caddy' convertible to model-year 1962 specification, and the completed car was duly exhibited at the 48th Paris Auto Show from Thursday 5th to Sunday 15th August 1961. According to the Chapron certificate on file, this chassis was delivered to Henri Chapron, 114-116 rue Aristide Briand, on 4th August 1961.

When it arrived at the factory in Levallois-Perret, the car was given the Chapron number '7459 '.

This car is the 10th 'Le Caddy' cabriolet out of the 28 built by Henri Chapron. The car was originally painted in 'Or Longchamp' ('16288') and had a 'Sweet Calf Peggy' interior, black soft-top and soft-top cover in 'Sweet Calf Peggy', same as the interior. After the Paris Auto Show, the car was delivered to a Mr Ricard who lived in Paris. In accordance with his order, the car came with a hardtop, 'Radiomatic' radio, and a mirror on each of the two front wings. (The hardtop is no longer with the car).

Fully restored some time ago, the DS is now presented in the Chapron colour 'Bleu Royal', while the interior is trimmed in natural leather. The current vendor purchased the car around 12 years ago. Sold with a French Carte Grise de Collection and a Chapron certificate, this stylish Le Caddy represents a wonderful opportunity to own a superb example of Citroën's and Chapron's 20th Century motoring icon.

Nº 39.

Ford Galaxie Taxi (Quebec, 1964).

Escala 1/43.

"Taxis del Mundo" - Altaya (España).

Ixo.

Año 2014.

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"El taxi Ford Galaxie 500 - GRANDE Y ESPACIOSO

En 1964, los Ford Fairlane y Galaxie eran los dos modelos de la marca ofrecidos a los taxistas con todo el equipamiento necesario. El Galaxie era un coche de enorme tamaño y conducción muy suave, por lo que era muy apropiado para el servicio de transporte de personas."

- See more at: www.planetadeagostini.es/colecciones-altaya/miniaturas/ta...

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Ford Galaxie

From Wikipedia, the free encyclopedia

"The Ford Galaxie was a full-size car built in the United States by the Ford Motor Company for model years 1959 through 1974. The name was used for the top models in Ford's full-size range from 1959 until 1961, in a marketing attempt to appeal to the excitement surrounding the Space Race. In 1962, all full-size Fords wore the Galaxie badge, with "500" and "500/XL" denoting the higher series. The Galaxie 500/LTD was introduced for 1965 followed by the Galaxie 500 7-Litre in 1966. The Galaxie 500 part was dropped from the LTD in 1966, and from the XL in 1967; however the basic series structuring levels were maintained. The "regular" Galaxie 500 continued below the LTD as Ford's mid-level full-size model from 1965 until its demise at the end of the 1974 model year.

The Galaxie was the high volume counterpart to the Chevrolet Impala. Some Galaxies were high-performance, racing specification machines, a larger forebear to the muscle car era. Others were plain family sedans."

(...)

Second generation 1960–1964.

"The 1960 Galaxie was all-new in style, abandoning the ostentatious ornamentation of the 1950s for a futuristic, sleek look. A new body style this year was the Starliner, featuring a huge, curving rear observation window on a pillarless, hardtop bodyshell. The formal roofed 2-door hardtop was not available this year, but the roofline was used for the Galaxie 2-door pillared sedan, complete with chromed window frames."

(...)

1961

"For 1961, the bodywork was redone again, although the underpinnings were the same as in 1960.

(...) the 1961 Galaxie offered a new 390 CID (6.4 L) version of Ford's FE series pushrod V8, which was available with either a four-barrel carburetor or, for serious performance, three two-barrel carburetors."

(...)

1962

"For 1962, the Galaxie name was applied to all of Ford's full size models, as the Fairlane moved to a new intermediate and Custom was temporarily retired. New top-line Galaxie 500 (two-door sedan and hardtop, four-door sedan and hardtop, and "Sunliner" convertible) models offered plusher interiors, more chrome trim outside, and a few additional luxury items over and above what was standard on the plainer Galaxie models. Base Galaxie models were available in two- and four-door sedans as well as the plain Ranch Wagon.

(...) The 292 cu in (4.8 l) V8 was standard on the 500/XL. The XL had as sportier trim inside and out as part of the package. "

(...)

1963

"For 1963, Ford saw no reason to radically change a good thing, and the 1963 model was essentially unchanged save for some freshening and added trim; windshields were reshaped and a four-door hardtop 500/XL was added."

(...)

1964

"Model year 1964 was the fourth and final year of this body style. Interior trim was much altered, and the exterior featured a more sculpted look which was actually designed to make the car more aerodynamic for NASCAR. The formal-roof "boxtop" style was replaced by a slanted-roof design for all non-wagon or convertible models, including sedans. Ford's quality control, spotty when the first Galaxie was introduced, was now as good as it ever was, and many 1964 Fords passed the 100,000-mile (160,000 km) mark intact. The 1964 models gained an enviable reputation as durable, comfortable cars that offered decent handling and road-ability at a reasonable price, so it is no wonder they sold so well."

(...)

Source: en.wikipedia.org/wiki/Ford_Galaxie

Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!

Note in the background the 1957 Jaguar XKSS, a car spawned from the famous racing D-Type and spiritual older brother to the E-Type.

One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!

When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!

Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!

In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.

On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.

However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!

But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.

Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.

But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.

However, this was before we got to the biggest problem of them all, America.

Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.

But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.

However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!

So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.

The E-Type may have died a long time ago, but its reputation isn't letting up! :D

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

I have now added custom printed blinds to show the tram as it could have been around 1950, used on EX journeys to the Embankment.

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

Like the Felthams that ran alongside it, Bluebird was fitted with a drivers seat. There is also a 'Clippie' albeit out of sight, on the rear platform. Like many of my other crews, these are both veterans of my earlier Kingsway Subway layout, where they ran E3s.

Shown here on my Kennington Cross layout.

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.

The weekend of September 21/22 saw Quicksilver celebrate 20 years of operation with a rally and running day at Ashfordly Hall. Two vehicles were unveiled at that event, the first being this brand new Scania K410 with a Higer Touring body, YT69 YDU. This is a resin bodyshell by Paragon to fit the chassis and interior of the Oxford Diecast Irizar PB.

Lotus Elite Type 75 (1974-80) Engine 1973cc S4 DOC Production 2398

Registration Number PWS 9 S

LOTUS SET

www.flickr.com/photos/45676495@N05/sets/72157623671671113...

First of the new generation cars from Lotus, still built around a backbone frame but now with a 98 inch wheelbase. Glass fibre body with concealed headlights and large glass hatch back.

The Elite type 75 was a larger and more upmarket car than its forbearers, intended to move the company away from its kit car past. and a replacement for the ageing Lotus Elan Plus 2. The Elite was configured as a small shooting brake with a glass rear hatch opening into the luggage compartment. It was front-engined with rear wheel drive. The Elite's fibreglass bodyshell was mounted on a steel backbone chassis evolved from the Elan and Europa. It had 4-wheel independent suspension using coil springs. The Elite was Lotus' first car to use the 907 aluminium-block 4-valve, DOHC, four-cylinder engine of 1973cc which had previously been used in the Jensen Healey. The Elite had a claimed drag co-efficient of 0.30 and at the time of launch it was the world's most expensive four-cylinder car. The Elite's striking shape was designed by Oliver Winterbottom. He is quoted as saying that the basic chassis and suspension layout were designed by Colin Chapman, making the Elite and its sister design the Eclat the last Lotus road cars to have significant design input from Chapman himself. The Elite went on to be the base for the Eclat, and the later Excel 2+2 coupés. and were available in 4 main specification variations, 501, 502, 503, and later on 504

In 1980 the Elite type 75 was replaced by the Elite Mark 2 Type 83 powered by a larger 2,174 cc (132.7 cu in) Lotus 912 engine. and continued until 1982

Shot 15:05:2011 at Chiltern Hills Vintage Vehicle Rally, Aston Clinton, Buckinghamshire Ref 68-235

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Class 66 66547 Heading South Through Northallerton Station

Freightliner

Freightliner 66610 on the East Coast Main Line near York

Freightliner followed EWS by initially ordering five new Class 66/5 locomotives, and have continued to order in small batches. As of summer 2010, the 66/5 fleet had reached 98 examples, numbered 66501-520/522-599. 66521 was withdrawn after the 2001 crash at Great Heck and later scrapped.

In 2000 a new Class 66/6 sub-class was built, with a lower gear ratio, enabling heavier trains to be hauled, albeit at slower speed. There are presently 25 examples of this class, numbered 66601-625.

During 2004 the company also took delivery of the most recent Class 66/9 sub-class of the locomotive, which are a low-emission variant. All new locomotives for all companies are now of the low-emission "T2" type. The original two such locomotives remain as 66951/52.

On the privatisation of British Rail's freight operations in 1996, English, Welsh and Scottish Railway bought most of British Rail's freight operations. Many of the locomotives that EWS inherited were either at the end of their useful life or of doubtful reliability. EWS approached General Motors Electro-Motive Division (EMD), who offered their JT42CWR model which had the same bodyshell as the EMD built Class 59; this gave the advantage of having a locomotive of known clearance. The engine and traction motors were different models from those in the Class 59. Additionally, the Class 66s incorporated General Motors' version of a steering bogie - designed to reduce track wear and increase adhesion on curves.

The initial classification was as Class 61, then they were subsequently given the Class 66 designation in the British classification system (TOPS). Two hundred and fifty were ordered and built in London, Ontario, Canada.[1]

In 1998, Freightliner placed an order for locomotives. They were followed by GB Railfreight, and then Direct Rail Services.

Although sometimes unpopular with many rail enthusiasts, due to their ubiquity and having caused the displacement of several older types of (mostly) British built locomotives, their high reliability has helped rail freight to remain competitive

Austin Allegro 2 1300SDL (1975-79) Engine 1275cc S5 BMC A Series

Registration Number FHA 671 T

AUSTIN SET

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

The Allegro (ADO67) was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974

The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.

The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982..

Thanks for 20.2 Million views

Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-039

The need to have this vehicle in service quickly has led to it receiving Quicksilver vinyls on the livery in which it was purchased, a very pale non-metallic silver that some people would call white! SJI 5861 is a Leyland Tiger/Duple 340, a resin bodyshell hand-cast by a friend and based on a converted Pirate Duple 320.

A coachbuilt special using running gear from a 1973 Chevrolet and an M.G. Midget bodyshell.

London to Brighton Veteran Car Run

Redhill, Surrey

6th November 2016

Sold for £ 5.500

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.

So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.

The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.

This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.

A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.

We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.

With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.

Cool loads on this train, Metra electric body shells on their way to the Nippon Sharyo plant in Rochelle IL

Downers Grove IL / Washington St

BNSF w/b merchandise

The Mercedes W112 was Mercedes' flagship car in the late 'fifties. Oddly enough at that time Mercedes built all of its sedans (saloons) using basically the same bodyshell. The W112 differed from its cheaper cousins by its 6-cylinder engine, air suspension, a swankier interior and larger quantities of chrome on the outside.

In 1970 a new Taunus, the Taunus Cortina (TC), was introduced, as a two- or four-door sedan, station wagon (or Turnier) and coupé. It was very similar to the British Ford Cortina Mk III but without the "coke bottle" belt line. Also, the Taunus was available as a coupe, a bodystyle that the Cortina was never made in.

Both cars were developed under the auspices of Ford of Europe, and most major components including key parts of the bodyshell were identical. From 1976 Taunus and Cortina models were identical in all but name, 'Taunus' being the name used in left hand drive (LHD) markets, and 'Cortina' in right hand drive ones, although the Cortina name was used in LHD South Korea and Taiwan. The Mk III was also sold in Scandinavia, alongside the Taunus.

The Ford Taunus TC series was conceived in the late 1960s to be a "world car" alongside its technical sibling the Cortina Mk III, with construction and design work taking place on both sides of the Atlantic. As with the design of the first generation, it was done under the supervision of Semon "Bunkie" Knudsen, of former General Motors fame. The car is often nicknamed "Barock 2" (pointing back to the Taunus P2 series of the late 1950s, commonly known as the "Barock-Taunus") or "The Knudsen Nose" by its German owners because of the pointy hood scoop that, as the legend has it, was put there on direct order from Knudsen. Otherwise the major design work is rumoured to have been done by German car designer Luigi Colani, who also did design concepts for BMW's motorcycle division in the late 1970s.

(Wikipedia)

- - -

Der Ford Taunus TC ist ein Pkw der Mittelklasse von Ford, der von Herbst 1970 bis Mitte 1982 gebaut wurde. Die Schwestermodelle des englischen Ford Cortina MK III (daher auch die Bezeichnung „TC“) haben Vierzylinder-Reihenmotoren oder Sechszylinder-V-Motoren und Hinterradantrieb. Sie sind Nachfolger der Ford 12m und 15m (P6), die mit Frontantrieb (P6) und V-4-Motoren technisch anders ausgeführt waren.

(Wikipedia)

The original Rover 200 (sometimes referred to by the codename SD3) was the replacement for the earlier Triumph Acclaim, and was the second product of the alliance between British Leyland (BL) and Honda. Only available as a four-door saloon, the 200 series was intended to be more upmarket than the company's Maestro and Montego models, which the 200 Series came in between in terms of size. It was launched on 19 June 1984, at which time there was still a high demand for small family saloons, with many manufacturers selling this type of car under a different nameplate to similar-sized hatchbacks. For example, Ford was selling the saloon version of the Escort as the Orion, the saloon version of the Volkswagen Golf was called the Jetta, and Vauxhall would soon launch an Astra-based saloon called the Belmont. The Rover 200 Series, however, was not based on a hatchback.

Essentially, the 200 series was a British-built Honda Ballade, the original design of which had been collaborated upon by both companies. Engines employed were either the Honda Civic derived E series 'EV2' 71 PS (52 kW; 70 bhp) 1.3 litre 12 valve engine, or BL's own S-Series engine in 1.6 litre format (both in 86 PS (63 kW; 85 bhp) carburettor and 103 PS (76 kW; 102 bhp) Lucas EFi form). The resulting cars were badged as either Rover 213 or Rover 216.

The 213 used either a Honda five-speed manual gearbox or a Honda three-speed automatic transmission. The British-engined 216 also employed a Honda five-speed manual gearbox, unlike the S-Series engine when fitted in the Maestro and Montego. There was also the option of a German ZF four-speed automatic on some 216 models as well.

The Honda-badged version was the first Honda car to be built in the United Kingdom (the Honda equivalent of the 200 Series' predecessor, the Triumph Acclaim, was never sold in the UK). Ballade bodyshells, and later complete cars, were made in the Longbridge plant alongside the Rover equivalent, with the Ballade models then going to Honda's new Swindon plant for quality-control checks.

This model of car is well known as Richard and Hyacinth Bucket's car in the BBC Television sitcom Keeping up Appearances (1990–1995). A blue 213 model was also used in the Series 2 episode "Think Fast, Father Ted" of comedy series Father Ted.

The Manta A was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door "three-box" coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. In the UK market, the first Manta was sold only as an Opel: there was no Vauxhall-branded Manta (or Ascona) until after the launch, in 1975, of the Manta B1 and Ascona B.

The second car to use the Manta name was launched in August 1975. This two-door "three-box" car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more "sporty" styling, including a droop-snoot nose not seen on the Ascona, although it was standard, on the UK version of the Ascona, the Vauxhall Cavalier. There was still no "Vauxhall Manta", with the car remaining an Opel in the UK. However, a Vauxhall Cavalier was available with the same coupé bodyshell.

In 1977, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant.

Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille.

(Wikipedia)

- - -

Der Opel Manta ist ein fünfsitziger Pkw der Adam Opel AG, der als Manta A im September 1970 auf den Markt kam. Der Wagen ist die technisch identische Coupé-Version der zwei Monate später vorgestellten Opel Ascona A-Limousine. Das Coupé mit wassergekühltem Vierzylinder-Frontmotor und Hinterradantrieb wurde als Konkurrent des bereits seit 1968 erfolgreichen Ford Capri auf den Markt gebracht.

Der Manta A wurde zunächst mit drei verschiedenen CIH-Motoren angeboten, die auch in der größeren Rekord C-Limousine Verwendung fanden: zwei 1,6-l-Varianten mit 68 PS bzw. 80 PS sowie der 1,9-l-Version mit 90 PS.

Als im August 1988 der letzte Manta B vom Band lief, war seine Technik mit der aus dem Kadett B von 1967 stammenden Starrachse (Zentralgelenkachse) und den seit 1965 produzierten CIH-Motoren überholt, obwohl die letzten Modelle schon mit ungeregeltem Katalysator und 5-Gang-Getriebe ausgerüstet wurden. Für Opel war der Manta ein Erfolg: Von beiden Modellreihen wurden zusammen 1.056.436 Wagen gebaut.

(Wikipedia)

Bonhams : the Zoute Sale

Estimated : € 70.000 - 90.000

Sold for € 55.200

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

'There are few who would argue - we included - that the 500 SL is one of the world's finest luxury sports cars; beautifully styled and superbly engineered. Its engine an automatic transmission set extremely high standards in terms of smoothness and refinement while in most conditions its handling and roadholding are of the highest order.' - Motor.

Introduced alongside the outwardly similar 380 SL roadster and SLC coupé models at the Geneva Salon in March 1980, the 500 SL and 500 SLC retained the Type 107 bodyshell first introduced in 1971/72 in virtually unchanged form, the most noticeable difference being the addition of a front spoiler. Built on a longer wheelbase, the coupé models accommodated two rear seat passengers and provided greater boot space than their open-topped siblings. The running gear followed Mercedes-Benz's established pattern, comprising all-independent suspension and four-wheel disc brakes, while a new four-speed automatic transmission was standard equipment.

The 500 SL and 500 SLC featured the all-alloy 4,973cc overhead-camshaft V8 engine that had debuted in the 450 SLC 5.0 of 1977. Lighter, more powerful and less thirsty than the old 4.5-litre iron-block V8, the 5.0-litre produced 240bhp at 5,000rpm, an output sufficient to propel the luxuriously equipped yet lightweight 500 SL/SLC to 225km/h. With approximately the same amount of power on tap as the legendary 300 SL sports car, the 500 SL/SLC was both lighter and slightly quicker off the mark, though a little down on top speed when compared to its illustrious cousin.

Although shorter in the wheelbase than the superseded 450, the newcomers retained their predecessors' successful and long-established body style, which now featured aerodynamic spoilers at front and rear. The running gear too remained unchanged in essence, though improvements were made to the all-independent suspension and to the brakes, which gained larger pads and anti-lock as an option. As on the smaller models, four-speed automatic transmission was standard. The previous auto 'box had disappointed some, but Motor magazine found the new version 'equal in the smoothness of its changes to anything achieved by Rolls-Royce or Chrysler in America'. Depending on the destination market, the inventory of standard equipment included central locking, electric windows, cruise control, headlamp wash/wipe, power steering, a limited-slip differential, and alloy wheels. The 500 SL/SLC was not officially sold in the USA, though that did not stop would-be owners importing them privately. In 1989, after 17 years in production, the elegant Type 107 family was retired to the enduring regret of many Mercedes-Benz enthusiasts.

Presented in outstandingly original condition – down to the smallest detail - this 107-series Mercedes-Benz 500 SL retains matching numbers and matching colours, and has the very desirable factory-optional rear seat (code 565). The car was registered in Berlin in January 1989 by its first owner, and remained in Berlin until 1990 when it travelled to Monaco, staying there for 27 years. It is currently in the hands of its third owner, who purchased the car in 2017, and has covered only 25,710 kilometres from new, as verified by the accompanying service records. Services have been carried out as follows:

- 1,132 km: 16/5/89

- 6,173 km: 4/3/92

- 7,506 km: 26/7/93

- 10,556 km: 5/2/97

- 16,745 km: 28/1/03

- 17,855 km: 11/2/05

- 17,855 km: 23/6/06

- 21,307 km: 7/4/09

- 23,424 km: 30/5/12

- 24,516 km: 8/6/15

- 24,642 km: 8/9/15

- 25,300 km: 19/4/17

This beautiful 500 SL has retained its full documentation: the sales brochure; original upholstery brochure; original datacard; user handbook, original service handbook; and other Mercedes-Benz paperwork. It also has its three keys and its full and original tool kit. Factory options include a hardtop in body colour with heated rear screen; front heated seats; graduated tinted windscreen; alloy wheels; air conditioning; central locking; electric windows; and the aforementioned rear seats (full specification listing available). It also comes with the fully lined factory hardtop that makes this SL usable no matter what the weather.

Recent maintenance has included new suspension silent block buses, cradles, and tie rods; brake pads; tyres (x4); cylinder head gaskets; ancillary drive belts; distributor cap; battery; air conditioning recharge; and airbag diagnosis (OK). This car also benefits from a transferable warranty (parts and labour, valid until February 2019) issued by a Mercedes-Benz Classic dealer located in Paris. Finished in its original colour combination of Arctic White with blue leather interior, this beautiful 500 SL is worthy of the closest inspection.

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.

Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!

One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!

When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!

Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!

In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.

On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.

However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!

But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.

Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.

But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.

However, this was before we got to the biggest problem of them all, America.

Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.

But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.

However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!

So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.

The E-Type may have died a long time ago, but its reputation isn't letting up! :D

The original Rover 200 (sometimes referred to by the codename SD3) was the replacement for the earlier Triumph Acclaim, and was the second product of the alliance between British Leyland (BL) and Honda. Only available as a four-door saloon, the 200 series was intended to be more upmarket than the company's Maestro and Montego models, which the 200 Series came in between in terms of size. It was launched on 19 June 1984, at which time there was still a high demand for small family saloons, with many manufacturers selling this type of car under a different nameplate to similar-sized hatchbacks. For example, Ford was selling the saloon version of the Escort as the Orion, the saloon version of the Volkswagen Golf was called the Jetta, and Vauxhall would soon launch an Astra-based saloon called the Belmont. The Rover 200 Series, however, was not based on a hatchback.

Essentially, the 200 series was a British-built Honda Ballade, the original design of which had been collaborated upon by both companies. Engines employed were either the Honda Civic derived E series 'EV2' 71 PS (52 kW; 70 bhp) 1.3 litre 12 valve engine, or BL's own S-Series engine in 1.6 litre format (both in 86 PS (63 kW; 85 bhp) carburettor and 103 PS (76 kW; 102 bhp) Lucas EFi form). The resulting cars were badged as either Rover 213 or Rover 216.

The 213 used either a Honda five-speed manual gearbox or a Honda three-speed automatic transmission. The British-engined 216 also employed a Honda five-speed manual gearbox, unlike the S-Series engine when fitted in the Maestro and Montego. There was also the option of a German ZF four-speed automatic on some 216 models as well.

The Honda-badged version was the first Honda car to be built in the United Kingdom (the Honda equivalent of the 200 Series' predecessor, the Triumph Acclaim, was never sold in the UK). Ballade bodyshells, and later complete cars, were made in the Longbridge plant alongside the Rover equivalent, with the Ballade models then going to Honda's new Swindon plant for quality-control checks.

This model of car is well known as Richard and Hyacinth Bucket's car in the BBC Television sitcom Keeping up Appearances (1990–1995). A blue 213 model was also used in the Series 2 episode "Think Fast, Father Ted" of comedy series Father Ted.

Humber Hawk series IV (1965-67) Engine 2267 S6 OHV

Registration Number LLW 773 D

HUMBER SET

www.flickr.com/photos/45676495@N05/sets/72157623665287863...

The Humber Hawk Series 1- 5A (1957-67) were of a completetly new unitary construction which it would go on to share with the Humber Super Snipe. The 2267 cc engine is common to all the series with detail change and a Borg-Warner Automatic was available. The body was styled in house by Rootes, a feature of the Estate is the split tailgate with the lower portion opening downwards to provide extra length and the quirky idea of the filler cap being concealed behind the reflector. There are sevral revisions in each of the series,

Introduced in 1957 the Series 1 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; 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.

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.

In March 1967 Rootes announced that production of the Humber Hawk, along with that of the Super Snipe and Imperial had ceased. and that their place in the range would be filled by Chrysler Valiants imported from Australia, though this never seemed to happen.

After Hawk production ended, Rootes came to concentrate on sectors offering greater volume, no longer featuring as a UK provider of large family cars. It had, in particular, been unusual for UK manufactured cars of this size to feature a spacious station wagon / estate car version; and, following the demise of the Humber Hawk, the UK market for large estate cars quickly came to be dominated by the Volvo 145,

Shot at The Coventry Transport Museum and Reserve Collection 18:05:2013 Ref: 91-359

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 (instead of the Mark III's fully independent layout). 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. The engines which had been carried over from the previous generation largely unmodified were also heavily criticised for their poor refinement.

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. The 150 PS (110 kW) RS2000 also appeared in the autumn of 1991 with a 16v version of the Sierra's I4 2.0 L engine and also improved ride and handling meaning that this version of the Escort finally delivered on the road. Specifications, however, were also higher than before. The Escort was now available with items such as power steering, electric windows, central locking, electronic antilock brakes, and air conditioning. Some of these options were even available on some of the entry-level models.

Early 1992 saw the launch of the Escort RS Cosworth. Intended to replace the Sierra Sapphire RS Cosworth (which finished production shortly afterwards) as Ford's stalwart rally challenger as well as a competitor to supercars with private buyers, it used the turbocharged 2.0 L Cosworth 16-valve engine, generated some 227 PS (167 kW) and was capable of 150 mph. As well as having four-wheel drive, its most memorable feature was its extremely large "whale-tail" tailgate spoiler.

The 2,500 road-going examples sold (required for homologation purposes) were made, but demand for the car was so high that Ford kept producing them. Later models (1995 up) have a smaller turbo than the homologation versions and came with the whale-tail spoiler as an option. The Escort Cosworth ceased production in 1996, but it has already achieved classic status and has a huge following. However, the car wasn't mechanically an Escort, being based on the four-wheel drive Sierra floorpan and mechanicals, including its longitudinally mounted engine, and was merely clothed in body panels to resemble a Mark V.

The fifth generation Escort was launched in South America in 1992, being manufactured in Brazil and Argentina by Autolatina, a joint-venture between Volkswagen and Ford. This resulted with the top of the line Escort XR3i being equipped with a VW AP 2.0 L engine generating 115 PS (85 kW). This generation also spawned two VW-branded cars with the same mechanics (but different body styles and interiors) called Pointer (five-door hatchback) and Logus, a two-door saloon.

The XR3i was discontinued at the beginning of 1994.

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

More commonly seen with an orange bodyshell and Autobacs decals. I've had this Coca-Cola version for a few years now.

Ford Focus (2nd Gen) RS WRC (2002) Engine 1988cc S4 Turbo

Registration Number Y 7 FMC (Ford Works Team number - FMC Ford Motor Compan)

FORD UK ALBUM

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

The Ford Focus RS WRC is a car built for the Ford World Rally Team by Ford and M-Sport and based on the Ford Focus. The Focus RS WRC was in competition from 1999 to 2010, winning 44 world rallies and two manufacturers' world titles. It was replaced by the Ford Fiesta RS WRC.Like all contemporary World Rally Cars, the car is heavily modified from the production version, with which it shares only the basic shape and some parts of the bodyshell. The car features four-wheel drive, rather than the front-wheel drive of the road car.

The first version of the car was built in 1999 to replace the Ford Escort WRC. It debuted in the Monte Carlo Rally with Colin McRae and Simon Jean-Joseph behind the wheels of the two cars. It was immediately on the pace, setting many fastest stage times, but the use of an illegal water pump meant that the two cars were excluded from the event. McRae gave the Focus its first win two events later on the Safari Rally Kenya finishing over 15 minutes ahead of the second placed Toyota of Didier Auriol.

Shot at the Racing Car Show, NEC, Birmingham 15:01:2012 REF 81-044

Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 52 countries (last new country Austria and 32 US states last new State Michigan) Last new overseas visitor Italy last new US state visitor Pennsylvania

s04.flagcounter.com/more/VIv

The Manta A was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door "three-box" coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. In the UK market, the first Manta was sold only as an Opel: there was no Vauxhall-branded Manta (or Ascona) until after the launch, in 1975, of the Manta B1 and Ascona B.

The second car to use the Manta name was launched in August 1975. This two-door "three-box" car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more "sporty" styling, including a droop-snoot nose not seen on the Ascona, although it was standard, on the UK version of the Ascona, the Vauxhall Cavalier. There was still no "Vauxhall Manta", with the car remaining an Opel in the UK. However, a Vauxhall Cavalier was available with the same coupé bodyshell.

In 1977, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant.

Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille.

(Wikipedia)

- - -

Der Opel Manta ist ein fünfsitziger Pkw der Adam Opel AG, der als Manta A im September 1970 auf den Markt kam. Der Wagen ist die technisch identische Coupé-Version der zwei Monate später vorgestellten Opel Ascona A-Limousine. Das Coupé mit wassergekühltem Vierzylinder-Frontmotor und Hinterradantrieb wurde als Konkurrent des bereits seit 1968 erfolgreichen Ford Capri auf den Markt gebracht.

Der Manta A wurde zunächst mit drei verschiedenen CIH-Motoren angeboten, die auch in der größeren Rekord C-Limousine Verwendung fanden: zwei 1,6-l-Varianten mit 68 PS bzw. 80 PS sowie der 1,9-l-Version mit 90 PS.

Als im August 1988 der letzte Manta B vom Band lief, war seine Technik mit der aus dem Kadett B von 1967 stammenden Starrachse (Zentralgelenkachse) und den seit 1965 produzierten CIH-Motoren überholt, obwohl die letzten Modelle schon mit ungeregeltem Katalysator und 5-Gang-Getriebe ausgerüstet wurden. Für Opel war der Manta ein Erfolg: Von beiden Modellreihen wurden zusammen 1.056.436 Wagen gebaut.

(Wikipedia)

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 200.000 - 300.000

Sold for € 173.833

'In rallying form its 4.2-litre engine produced at least 200bhp, which made it competitive with the Big Healeys, and there was a most impressive spread of torque. Had this car been properly developed, it should have had the Austin-Healey 3000 beaten.' – Graham Robson, 'A-Z Works Rally Cars'.

An ultra-rare works rally car of considerable importance, 'AHP 294B' was prepared by Rootes' Competition Department and first registered to Humber Ltd on 1st July 1964. Featured in Graham Robson's 'A-Z of Works Rally Cars' (page 155), it is one of only five surviving works Sunbeam Tiger rally cars constructed by Rootes' Competition Department.

Built in left-hand drive configuration, this extensively campaigned car made its international debut in the 1964 Geneva Rally driven by 'Tiny' Lewis and Barry Hughes, winning the GT Class and finishing 11th overall. Used by Andrew Cowan/Colin Turvey as a 'recce' car for the 1965 Monte Carlo Rally, 'AHP 294B' was driven in that event by Maurice Gatsonides and Albert Ilken, only to retire in the horrendous weather conditions encountered by the Paris starters.

Gatsonides then had the idea of using the Tiger to set some Dutch National Endurance records using the Zandvoort circuit, a successful attempt that culminated in new best marks for three, six, 12, and 24 hours, the latter at an average speed of 75.47mph (see press cutting on file). 'AHP' then went on to compete in the 1965 Tulip Rally driven by Peter Riley and Robin Turvey, being eliminated when it ran out of time after being slowed by un-seasonal snow when on racing tyres. Later in 1965, and again driven by Lewis/Hughes, the Tiger was forced to retire from the Alpine Rally when one of the rear brakes failed. The ensuing localised fire is almost certainly what led to the Tiger being rebuilt at the Competition Department around a new, later-type bodyshell to the latest international rallying regulations which required cars to match the silhouette of the production model.

The Tiger's next competitive appearance was in the 1966 Monte Carlo Rally, driven by Peter Harper and Robin Turvey, from which it retired on Stage 5 having posted some impressive times. Its final outing as a works entry was in the '66 Tulip Rally, serving as Harper/Turvey's recce car. 'AHP' was then sold by the Competition Department, via a well-connected Belgian intermediary, to racing driver Chris Tuerlinckx, who formed 'Sunbeam Tiger Racing' with former Rootes engineer, Vic Heylen.

Driven by Tuerlinckx, the car's first outing as a private entry was the 1966 Tour de Belgique, which 'AHP' won outright to secure only the second international rally victory by a Tiger (John Gott's in the International Police Rally had been the first). Then came an entirely new challenge: the Spa Francorchamps 1,000km. This first venture into endurance racing would end in a 'DNF', but at the following year's Spa race the Tiger won the GT Class and finished a highly creditable 13th overall despite being pitted against works prototypes fielded by the likes of Ferrari, Porsche, Lola, and Mirage. That year's Tour de Belgique saw 'AHP' win the GT category on its way to 3rd overall, and the car continued to be campaigned in Dutch and Belgian events until the early 1970s when it was sold to Hugh Chamberlain in the UK.

It appears that Chamberlain did nothing with Tiger, which he sold in 1988 to 'Big Healey' specialist, Ted Worswick. While with Ted Worswick, the car was restored by Jeff Goodliffe's GRV of Littleborough before being acquired by David Duncanson in 1991. An authority on Rootes Group works rally cars, David Duncanson ensured that 'AHP' was returned to as correct as possible 1966 specification. Subsequently, ex-rallying star Rosemary Smith campaigned the Tiger on several occasions in historic events, winning the Coupe des Dames category more than once (details on file).

Acquired by the current vendor in May 2014, 'AHP' was then treated to a full 'last nut and bolt' restoration by Hardy Hall Restorations of Thornbury, Herefordshire, while the engine has been rebuilt by Knight Racing Services of Daventry. Related bills on file total circa £100,000 (approximately €113,000) and the car also comes with a dynamometer test sheet (213bhp at the flywheel). On delivery from Hardy Hall, 'AHP' and its crew went out the next day and secured a class win in the 2015 Tour Britannia. In 2016, this famous ex-works Tiger successfully competed in the Monte Carlo Historique, and in 2018 led the Bromyard Motor Club's road trip to the Spa Classic, revisiting the historic Belgian circuit 51 years on from its last race there.

Prospective purchasers are urged to examine the most substantial history file, which contains the original buff logbook, period photographs, contemporary press cuttings, results sheets, expired MoTs, FIVA Identity Card, UK V5C Registration Certificate, and a Sunbeam Tiger Owners' Association Certificate of Authenticity. It also comes with the original factory hardtop, with various 1960s events stickers still in place, plus two sets of wheels shod with studded snow tyres. Possessing impeccable provenance and presented in superb condition, this historic works Sunbeam Tiger is ready to use.

1969 Ford Escort Twin Cam.

Registered in April 2002. Taxed but last MoT test expired in November 2015. H&H classic car auction, Buxton -

"Chassis Number: BB49JC39549

Engine Number: JC39549

Perhaps the most famous rally car in the world is another in the 'FEV' series - FEV 1H, the car that won the 1970 London-Mexico, the 16,000-mile 'toughest rally of all time', and which Ford still owns today. That was actually powered by the more lowly pushrod engine, but this, its Twin Cam sister, is also an important ex-Works car, with a long and interesting history. Licensed by the factory on October 1st 1969, and first used by the works on the 1970 Monte Carlo Rally with Hannu Mikkola and Gunnar Palm, it subsequently won the 1970 Circuit of Ireland with Roger Clark and Jim Porter, and later won the 1000 Lakes rally with Mikkola and Palm, the crew that had conquered that historic London-Mexico enduro. Mikkola reminisced of that white-knuckle drive in Finland: "The Escort was one for my tastes from the very first made. It was a pleasure to drive and a joy to jump with. Mind you, I did jump them like mad - it was good fun. In the Rouvesi region there was a stage where the road drops sharply, after a plateau. I'd always been braking to that spot, but decided to take it flat in the dark. The car took off and when it started coming down I vividly remember how the beams grew shorter and shorter - lastly I saw just six round, small spots of lights in the road. It bounced twice back into the air, and in the next corner we knocked down a stretch of fence with the Escort's rear corner, but somehow stayed on the road. At the stage finish the marshals were wondering why our faces were so white. I looked at Gunnar and promised I wouldn't overdo it again!"

"But what makes this car even more interesting is that it was effectively the first RS1600, as on that Circuit of Ireland win with Roger Clark, it ran with the potent new Ford-Cosworth BDA engine, in Group 6. The Belt-Drive type A was a far more effective powerplant than the Twin Cam, with more aggressive port and valve sizes, (it's a close relative of the FVA, which has been described as 'half a DFV'), and would happily run to 8500rpm. Historian and former rally manager Graham Robson, who made his first visit to Boreham in 1965 "and was in and out of the premises for the next 40 years", confirms: "It was absolutely THE first BDA-engined Works Escort to be built at Boreham, under the guidance of Bill Meade, the first to go rallying, and the first to win a rally". It became a Twin Cam again for that epic 1000 Lakes rally, and other events that season included the Austrian Alpine Rally (Jean-Francois Piot/3rd) and the Acropolis - (Jean Francois Piot/4th). By the TAP rally (Portugal) it ran with a BDA again as the RS1600 had been homologated, but did not get Roger Clark to the finish. For the Tour de Corse it was back to being a Twin Cam and finished sixth with Piot. It won its last event with Ford, the 1971 Midco Rally in Kenya with Roger Clark and Henry Liddon, and after that it was used in various East African events by various crews including Vic (Junior) Preston.

"Arch Escort collector Dave Watkins discovered the car in Preston's back yard in Kenya in 2000, and spent the next five years restoring it for historic rallies, which included building the car up in a new Gartrac bodyshell with current-spec rollcage. At first, he enlarged the existing Twin Cam engine to 1800cc, as per the Works cars, and later fitted a 2-litre BDA, mirroring the developments carried out by the Works on this car. Of course it boasts all the usual Works car type features, such as seam welded and strengthened shell, Atlas rear axle with five locating links and vertical dampers, disc brakes all round and a ZF five-speed gearbox. Left-hand drive like most of the Works cars, it sports the double-cowl Works dashboard with extra instruments, but now has a plumbed fire extinguisher system plus hand-held, as per current historic rally safety regulations. More recently the Escort has reverted to Twin Cam power, as per its debut specification, and, following appearances on the Goodwood Festival of Speed Rally Stage, driven once again by Hannu Mikkola, it is presented in the livery in which it took that memorable victory on the 1970 1000 Lakes.

"As a result of its extensive Works career not to mention Dave Watkins' restoration, the vendor is unsure whether the current incarnation of 'FEV 5H' has any material / 'concrete' link to the car that retired from the 1970 Monte Carlo Rally. Describing the Ford as being in "good" condition with regard to its engine, gearbox, electrical equipment, interior trim, bodywork and paintwork, he adds that it will be supplied with four used spotlamp covers and two new Perspex wind-up windows. The Escort is also accompanied by both a RAC MSA Historic Rally Vehicle Identity Form, which documents its engine changes, and a MSA Competition Car Log Book. In August 2008, the Ford AVO Owners' Club inspected and priced the modern day 'FEV 5H' at £85,000, pointing out that values "have been increasing quite considerably over recent years". This is an almost unrepeatable opportunity to acquire an important ex-Ford Works car with continuous history, which has the added advantage of being eligible for historic stage rallies.

"PLEASE NOTE: Since the catalogue went to press we have been unable to find any photographic or documentary evidence among this lot's accompanying paperwork to substantiate the claim that it was discovered in Kenya during 2000. Furthermore, there appear to be various gaps in the vehicle's timeline and as such the opinion that it possesses "continuous history" would seem to be based - at least in part - on unprovable hearsay and rumour."

Unsold.

Or Lexus GS300/430 if you prefer. I got an LS400/Celsior kit in the same taxi series recently.

Bodyshell looks to be the same as in the Junction Produce VIP version I picked up last year.

The Manta A was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door "three-box" coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. In the UK market, the first Manta was sold only as an Opel: there was no Vauxhall-branded Manta (or Ascona) until after the launch, in 1975, of the Manta B1 and Ascona B.

The second car to use the Manta name was launched in August 1975. This two-door "three-box" car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more "sporty" styling, including a droop-snoot nose not seen on the Ascona, although it was standard, on the UK version of the Ascona, the Vauxhall Cavalier. There was still no "Vauxhall Manta", with the car remaining an Opel in the UK. However, a Vauxhall Cavalier was available with the same coupé bodyshell.

In 1977, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant.

Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille.

(Wikipedia)

- - -

Der Opel Manta ist ein fünfsitziger Pkw der Adam Opel AG, der als Manta A im September 1970 auf den Markt kam. Der Wagen ist die technisch identische Coupé-Version der zwei Monate später vorgestellten Opel Ascona A-Limousine. Das Coupé mit wassergekühltem Vierzylinder-Frontmotor und Hinterradantrieb wurde als Konkurrent des bereits seit 1968 erfolgreichen Ford Capri auf den Markt gebracht.

Der Manta A wurde zunächst mit drei verschiedenen CIH-Motoren angeboten, die auch in der größeren Rekord C-Limousine Verwendung fanden: zwei 1,6-l-Varianten mit 68 PS bzw. 80 PS sowie der 1,9-l-Version mit 90 PS.

Als im August 1988 der letzte Manta B vom Band lief, war seine Technik mit der aus dem Kadett B von 1967 stammenden Starrachse (Zentralgelenkachse) und den seit 1965 produzierten CIH-Motoren überholt, obwohl die letzten Modelle schon mit ungeregeltem Katalysator und 5-Gang-Getriebe ausgerüstet wurden. Für Opel war der Manta ein Erfolg: Von beiden Modellreihen wurden zusammen 1.056.436 Wagen gebaut.

(Wikipedia)

This rare classic Clan Crusader is chassis number 24 of a production run of 350 and was registered in Bradford in February, 1972, still carrying its original Rootes Group 875cc engine, it has travelled in excess of 200,000 miles. It appeared on display at Buckley town's Fun Day on 7th May, 2023.

Info below is by courtesy of The Clan Crusader's owners club:-

The Clan Crusader

The Beginning – 1971

The Clan Crusader is a fibreglass monocoque sports two-seater, powered by the Rootes Imp Sport engine, with suspension and main running gear from the same manufacturer. The Crusader was originally conceived by a group of Lotus engineers in the late ’60s. Paul Haussauer formed the Clan Motor Company and developed a prototype vehicle with the assistance of Brian Luff. The styling for the Crusader was by John Frayling.

Initial production of the first few cars started in a nursery factory in Washington, Tyne-and-Wear. They were completed and registered by July 1971. A purpose built factory unit was leased, taking advantage of government grants designed to improve employment in the area.

By the official start of production, in September 1971, five cars a week were being produced. This continued despite the coal miners’ strike the next winter, the knock on effect of which caused supply problems. This prevented, to some extent, the growth of production, the factory being capable of four times this throughput.

Approximately 350 cars were built by Clan Motor Company including 19 specifically for competiton use. Some at the beginning being sold in component form, i.e. bodyshell fully trimmed, all wiring, glass and piping fitted. (in the same way as Lotus Elans) to beat the 25% purchase tax. With the advent of VAT, component kits were dropped. In May 1972 the Crusader was successfully crash tested at M.I.R.A.

Production ceased in late 1973 due to the company’s financial difficulties, even though sales were still good. Several finished and part-finished cars were sold after the company’s closure.

1974 – 1981

The company and a large proportion of its assets were bought by Cypriot Truck manufacturer Mr. Andreas Kaisis. The stock and body moulds were shipped to Cyprus. Unfortunately the Turkish invasion of Northern Cyprus prevented the resumption of Clan production on the island.

In the meantime in Britain, the Crusader had been doing well as a competition car. Brian Luff who was involved in the Crusader’s early development produced a new mould tool by using an existing Clan body shell. Brian was able to supply body shells, panels and windscreen glass to people rebuilding or scratch building cars, mostly for competition use. Brian stopped building shells in 1981.

1982

The parts languished for several years in Cyprus before being brought back to Britain by Ian Hopper, a colleague of Paul Haussauer the ex M.D. of Clan Motor Company.

A new company ‘Clan Marketing’ was formed in the early 1980’s their aim was to re-introduce the Clan and develop the car for the 80’s and beyond. Two of the original unfinished cars that were shipped to Cyprus were returned and completed.

Initially making shells to take the engine from the Imp sport the company also produced a series of development shells and cars that were suitable for a range of engines including the Ford XR2, Peugeot 205, Fiat X1/9 and the Talbot Samba, approximately 10 were produced for the Imp sport.

Development work on a new Clan using a Peugeot engine continues. (see also ‘Present Day’ below)

Present Day

The Imp based mould tools from the Northern Ireland operation were purchased by two prominent Clan Owners Club members, Dave Excell and Dave Weedon. The “two Daves” can supply any fibreglass part from a small repair panel to a complete bodyshell.

Advanced Composite shells are available for the competition orientated owner.

www.clanownersclub.org

'The Sondermodell coupes were not standard production 911s. They never appeared in factory brochures, and most Porsche books don't even reference them. They were only sold in Germany, basically through the backdoor, during the last two months of the 1976 model year. They were the last model-year street Porsche with MFI.' - Ryan Snodgrass.

Porsche revived the Carrera name for its luxuriously equipped, top-of-the-range 911 in 1973. Designated 'Carrera RS' (RennSport), the newcomer was intended as a limited edition product for Group 4 GT racing, a class that required a minimum of 500 built. However, the resulting demand for this fabulous car proved so great that the production run was progressively extended, eventually ending up at 1,590 units and allowing homologation in Group 3 for standard GT production cars. The majority of cars produced were to 'Lightweight' (competition) specification, the remainder being delivered as the Carrera RS Touring, complete with 911S-type interior trim and fittings.

Based on a lightened 911S platform, the Carrera RS featured revised suspension and wider rear wheels (beneath flared 'arches) for improved handling, while the 2.7-litre, mechanically fuel-injected (MFI), air-cooled six-cylinder engine's 210bhp boosted top speed to around 150mph. Not merely a styling gimmick, the Carrera's trademark 'duck tail' spoiler made a vital contribution to high-speed stability, a virtue of increasing importance as power outputs continued to rise.

Based on the 911 Carrera RS Lightweight announced the previous year, Porsche's RSR GT-category racer collected overall wins in the World Sports Car Championship at Daytona and the Targa Florio in 1973, defeating 3.0-litre prototypes from Ferrari, Matra and Mirage-Ford in the process, an outstanding achievement for a production-based car.

For 1974, Porsche introduced a new body incorporating impact-absorbing bumpers - a US requirement - after which the earlier body became known as the 'long hood' type. In the USA though, the Carrera had to make do with an electronically fuel-injected engine producing 'only' 175bhp (to meet emissions legislation) while elsewhere Porsche's customers enjoyed the legendary 2.7-litre MFI RS-specification 911/83 engine producing 210 horsepower.

The 1976 Sondermodell came with several performance enhancements as standard, including flared rear wheelarches, Bilstein dampers, 18mm rear anti-roll bar, 6" front and 7" rear wheels, and a limited-slip differential. Most importantly, it kept the RS-specification MFI engine. Like all the '76 911 range, the Sondermodell also benefited from Porsche's adoption of the improved Thyssen zinc coating process for the entire bodyshell. Only 113 were built for the 1976 model year.

One of the last 2.7-litre 'MFI' Carreras made, chassis number '9034' left the factory in May 1976 and was delivered new to Germany. The latter was the only market to receive these last-of-the-line Carrera 2.7 Sondermodells, which were reserved for Porsche's most favoured clients, many of them from the racing community. These cars are considered by many enthusiasts to be the last of the 'real' Carreras. Chassis number '9034' is one of only two cars delivered in Copper Brown with the highly desirable electric sunroof option, while other items of special equipment included a rear window wiper and tinted glass.

The Porsche came to Belgium in January 1978 and has extensive Belgian history. In 1992 it was registered by a lady owner, Mrs Melkebeek from Aalst, and there is an old Contrôle Technique in her name dating from 1992 in the file. The car then was put away and hardly ever driven.

In 2012, the Carrera found its way to Holland where it formed part of a Porsche collection. It was then extensively restored with no expense spared, and after completion was featured in Porsche RS Magazine (01/2016 edition). After some 20 years off the road, the Carrera was in exceptionally original condition and an excellent candidate for restoration. In the course of the rebuild, all rubbers were replaced and the car repainted to the highest standard, while the engine and gearbox were totally overhauled. The odometer reading of approximately 80,000 kilometres is believed genuine, a conclusion supported by the condition of the original interior when the car was found.

It is most unusual to find one of these ultra-rare 'Sondermodells' - one of the least known models in Porsche history - in such exceptionally original and unmolested condition; indeed, according to Ryan Snodgrass (author of the definite marque history, 'Carrera 2.7', published by Parabolica Press) this is one of the most original 2.7 MFI Sondermodells he has ever seen. The car comes complete with books, tools, and an owner's manual, while accompanying documentation consists of a Porsche Certificate of Authenticity, a copy of the old Belgian registration papers, and a Certificate of Conformity issued by D'Ieteren, Belgium.

The Zoute Sale

Bonhams

Sold for € 183.264

Estimated : € 175.000 - 275.000

Zoute Grand Prix 2016

Knokke - Belgium

Oktober 2016