Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419

Registration Number XPV 500 L

JENSEN SET

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

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

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

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

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

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

Shot at The Enfield Pagaent 30.05.2010 Ref 69-249

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A pair of two door Ford Sierra bodyshells in a farmers barn i found.

The obligatory Default outfit photoset with Aqua.

I actually dont like her as a character, and mainly got the doll because the faceup was the first tolerable from volks in a while, and as a minor surprise bonus the new DD F3 V2.0 body.

All poses are done without supports, and none of the poses are anything new that I havent done before, even with a DD2.

The V2.0 is still mostly the same style F3 frame underneath, with its irritations in a tweaked bodyshell, and the only real improvement has come from the neck notch, which has been a known retrofit for previous bodies since the DD2.

Moving within the yard at Wansford is UK Rail Leasing Class 56, 56081.

The Class 56's were once the pride of British Railway's freight network, a humble design mixed with incredible amounts of power to operate the toughest cargo the UK industry could throw at them, today sadly now whittled down to their final few by the advance of time and technology.

By the 1970's, freight traffic in the UK had dwindled to its lowest ever thanks to the massive shift from rail transport to road transport, compounded largely by the construction of the Motorway network. As such, British Rail was left with only a few long-distance or heavy-haul operations that lorries and trucks couldn't compete with, these being the Freightliner container trains and the lucrative coal market, supplying coal-fired power stations with their precious fuel from the collieries spread across the UK. As such, one of Dr. Beeching's various ways to streamline operations and reduce working costs was through the introduction of the Merry-go-Round train (MGR). The concept was to run lengthy block-trains loaded with coal to the power station and then unloaded, all while the train does not stop, thereby saving the amount of time taken to carry out the operation. Introduced in 1966, the operation was an immediate success, combined with the introduction of the now famous MGR Hopper wagons that replaced many of the older wooden or steel bodied mineral wagons of the steam era.

However, locomotives were the bigger problem as there weren't enough reliable engines to go around. By the start of MGR operations, British Rail had been inundated with a myriad of locomotive designs, and while some like the Class 37 and the Class 20 were quite successful and reliable engines, many classes, such as the Class 17, were highly unreliable, or there were such small numbers of particular locomotive classes that they couldn't really justify their operation. The result was a massive standardisation plan throughout the early 1970's, primarily done to kill off many of the earlier, more obscure classes such as Class 29's, but also the Diesel-Hydraulic Class 22's, 35's, 42's and 52's. The result was that there were not enough of the reliable locomotives left to operate the MGR workings, and thus a new class of locomotive was designed throughout these years specifically for the task of MGR trains.

BREL was assigned to design the locomotive, which would be powered by a 3,520hp Ruston-Paxman 16RK3CT engine, a derivative of the English Electric CSVT used in the earlier Class 50's. The bodyshell was utilitarian, taking many queues from the earlier Class 47's although somewhat shorter. Additionally, these locomotives were the first to be fitted with air train brakes only, using the Davies and Metcalfe E70 system. Earlier designs had variously been fitted with vacuum train brakes, or a dual braking system.

Designated Class 56, the first batch of these locomotives was for some very strange reason built under license in Romania by a company called Electroputere, known also for the Romanian 5100 kW Class 45 Electric. The first batch consisted of 29 locomotives, 56001 to 56030, but were quickly found to have major build quality flaws and were highly unreliable. As such, the remainder of the fleet was built in the UK, with 56031 to 56115 being built by BREL Doncaster, and 56116 to 56135 being built by BREL Crewe. The original Romanian locomotives were later rebuilt with upgraded quality and running gear to iron out the faults, or were withdrawn early.

Upon their launch in 1976, the class were immediately put to work on the MGR operations in the north of England, and were quite successful at their jobs. Their operations however were not limited simply to coal, with other operations including lengthy tanker trains, Freightliner container trains and, in some instances, Speedlink pickup goods. However, even before production of the class had ended in 1984, their market in the coal business was swept quite literally out from under them. In a time of major industrial disputes and strike action from all sectors of the nationalised British Industry, and the coal industry was no exception, led by Arthur Scargill and the various Trade Unions of the National Coal Board. The result was that by the middle of the 1980's, the results of the industrial turmoil and essential corporate suicide had resulted in most of the UK coal industry's market seeking their coal from other nations, primarily Poland, and thus many coal mines went out of business.

The result on the Class 56 was that it had much of its work removed and by the time the last class members rolled off the production line, there were only a few coal operations left to keep the class ticking over. Although, as mentioned, the class could find other work, many did find themselves languishing in depots such as Tinsley and Knottingley waiting for work that didn't appear to be coming.

Privatisation saw the class broken up and then put back together again, initially split among the BR shadow franchises Transrail and Loadhaul, before being reunited by the formation of 1997's English Welsh & Scottish Railways or EWS. EWS employed the Class 56's on many operations, including replacing Class 37's in South Wales on the steel trains, but things very soon turned bleak, not just for the 56, but for all of the older British Rail designs. The unreliability of those early Class 56's had helped many private contractors realize how poorly built many of the older BR classes are, and desired something much more sturdy. The result was the Canadian Class 59, ordered by Foster Yeoman in the mid-1980's, the spiritual precursor to what would be EWS's standard diesel freight locomotive, the Class 66. Upon their introduction in 1999, the 66's made quick inroads into the Class 56 fleet, and by 2003 only a handful remained in service. The end finally came for the Class 56's on the 31st March, 2004, with a farewell railtour being operated from Bristol to York.

But this was not the full end for the Class 56's, as many have since seen a new life in the private sector. Several members of the class were exported to France in order to assist in the construction of LGV High-speed lines, including the LGV Est from Paris to Strasbourg. Other small operators also saw the potential of these extremely powerful locomotives, one of the first being the redundant Fastline Freight, which rebuilt several Class 56's in order to create 56/3's for greater reliability. For many though, the scrapyard was their only future, whilst others remained in storage for year after year until in about 2012 many class members were taken on by Colas Rail, who began using them on their various Log Train operations as well as infrastructure workings. Private contractors such as British-American Railway Services (BARS) and Devon & Cornwall Railways (DCR) have also taken on several engines to help them with their routine operations. Perhaps the largest operator of the surviving fleet is UK Rail Leasing, which has 14 locomotives on its books.

According to Wikipedia the Class 800s are ".... branded as the Intercity Express Train (IET) by Great Western Railway (GWR) and Azuma by London North Eastern Railway (LNER), is a type of bi-mode multiple unit train built by Hitachi Rail for GWR and LNER. The type uses electric motors powered from overhead electric wires for traction, but also has diesel generators to enable trains to operate on unelectrified track. It is a part of the Hitachi AT300 product family.

The Class 800 was developed and produced, alongside an electric-only Class 801 variant, as part of the Intercity Express Programme (IEP) to procure replacements for the InterCity 125 and InterCity 225 fleets of high speed trains.[ The trains were manufactured by Hitachi between 2014 and 2018, being assembled at Hitachi's Newton Aycliffe Manufacturing Facility using bodyshells shipped from the company's Kasado Works in Japan.[15] Similar bi-mode units have also been produced by Hitachi as Classes 802, 805, and 810.

The Class 800 trains came into service on the Great Western Main Line on 16 October 2017, while the first examples on the East Coast Main Line were put into service on 15 May 2019. Early operations have been troubled by fatigue cracking and corrosion on the aluminium vehicle body shells, particularly on the yaw dampers."

First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise

Audi 90 Quattro Sport 20v (1987-90) Engine 2309cc S5 20v

Registration Number H 65 EKL

AUDI SET

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

The Type 89 Audi 80 (1986-91) was joined by the in line five cylinder Audi 90 in 1986 as more luxurious variant of the 80. They were based on a new platform which broke away from Volkswagen B3 platforms of the Passat. It introduced a new aerodynamic look in a fully galvanised bodyshell. The zinc coated body encouraged Audi to offer a 12 year anti-perforation guarantee. The platform was re-designated Type 8A in 1990.

The Audi 90 differs from the 80 by its full width tail light panel, head lights which feature additional high beam lights, and a different grille. The side indicators are repositioned from being alongside the head light to a position in the bumpers alongside the fog lights. The 20 valve engine is the first offered by Audi since the Audi Quattro Sport.

The smaller 2.0ltr 115bhp ws joined by a larger 2.2ltr 136bhp in mid 1989 with the extr capacity making up for the power loss caused by the standard catalytic converter. At the same time Sport version of the two and four wheel drive 90s were added, the 20 valve version of the 2,3 ltr engine producing 170bhp with lowered suspension and fatter tyres to handle the extra performance

Thanks for 14.8 million views

Shot taken 05:08:2012 at The Shugborough Classic Car Meeting. Ref: 93a-29

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)

W111

2.192 cc

120 PS

2.729 ex.

Bonhams : the Zoute Sale

Sold for € 103.500

Zoute Grand Prix 2017

Knokke - Zoute

België - Belgium

October 2017

'In the design of the 220 SE coupé, practical considerations have sometimes been given up for better looks, but the car gives passengers as well as the driver a fine feeling of safety, based in fact on first-class road-holding, excellent brakes and precise steering, not to mention the extreme comfort of the wide, well-upholstered individual front seats.' – Car & Driver.

Mercedes-Benz debuted four new models at the Frankfurt Show in 1959 - the 220 SEb among them - all of which shared the same basic unitary-construction bodyshell and all-round independent suspension. Longer than their predecessors, these elegant newcomers featured a wider radiator shell, wrap-around windscreen, wider rear window, and vertically positioned twin headlamps. The new 220 SEb retained the fuel-injected, single-overhead-camshaft engine of the previous 220 SE, though maximum power of the 2,195cc six was increased by five horsepower to 120bhp (DIN). Top speed was now 107mph (170km/h) with 60mph (97km/h) attainable in under 14 seconds. Coupé and Cabriolet models appeared in 1960 and 1961 respectively, minus the already dated-looking tail fins of the saloon. More modern in style, the luxurious 220 SEb Coupé and Cabriolet were better appointed too, being equipped as standard with a rev counter and leather upholstery, while four-speed automatic transmission with floor-mounted gearchange lever was avaiable as an option. Front disc brakes were fitted from the start of production, a benefit not enjoyed by the 220 SEb saloon until 1962. By the time production ceased in October 1965, fewer than 17,000 220 SEb Coupé and Cabriolet models had been manufactured, and today these stylish and luxuriously equipped Grand Tourers are highly prized.

Delivered new via the Mercedes-Benz sales organisation in Switzerland on 29th May 1963, this 220SEb Cabriolet has been in the vendor's private collection since 1999. We are advised that the previous owner's widow stated that her husband was the sole owner in Switzerland, but here are no documents surviving from this stage of the car's life.

Since 1999, restoration and maintenance have been documented by invoices and photographs. Having commenced in 2003, restoration of the bodywork was completed in 2009 using original Mercedes-Benz panels as far as possible, while any unobtainable panels were made by hand (no off-the-shelf panels were used). The car was then repainted in the original colour (DB 190 graphite grey) with subsequent cavity sealing. These works are documented by numerous photographs in addition to the invoices. The mechanicals were fully tested and, where necessary, reconditioned; since then, only regular maintenance has proved necessary as no repairs have been needed. A list of the works carried out is available on request.

The bumpers and sill trim strips were newly chromium-plated during the restoration; the remaining trim is described by the vendor as in a good-to-very-good original condition. The red leather upholstery is still largely original as are the nicely patinated door panels and carpets. All wood trim was re-veneered, and the interior also features a period-correct Blaupunkt Frankfurt radio with MP3 adapter and Hirschmann electric antenna. The rebuilt convertible hood is made of original-specification 'Sunland' fabric with horsehair padding, while the tonneau cover is new (shrunken original with car). An original power steering system as well as the obligatory hazard-warning flasher has been retrofitted. The wheels are shod with new Vredestein Sprint Classic tyres (185/80 R14) and the battery likewise is new. In March 2017, a cosmetic and mechanical overhaul of the engine ancillaries was carried out, though no repairs were found necessary. Driven regularly and ready to enjoy, this elegant Mercedes-Benz soft-top is offered with copy data card, German 'Historic' registration papers, and TüV.

Bristol 401 (1948-53) Engine 1971cc S6 OHV Production 650 (all 401s)

Registration Number UMC 315 (Middlesex)

Bristol SET

www.flickr.com/photos/45676495@N05/sets/72157623759876288...

The 401 was the second model produced by Bristol, after the 400. It may have been the first to use wind tunnel testing in its design, resulting in a remarkably low 0.392 drag coefficient. The car was light, with the use of an all alumium bodyshell, it was a larger car than the 400 and seats 5 passengers in comfort, and its body was built using a 'Superleggera' matrix of steel tubes, mounted on the same open 'A' frame steel chassis, but with different outriggers at the rear to accommodate a lower mounted fuel tank.

The first series is identified by a distinctive ridge along the lower edge of the body., a recognition point of the 401 is that the front grille inserts were painted black, whilst the surrounds were chromed.

A few of the cars were idependantly bodied, most noteably the 1947-48 Farina Drophead, the Beutler saloon and this car the Touring Superleggra Saloon

Touring Super Leggera Saloon

A few early chassis were sent to Touring of Milan as developement excercises for the 401

As with other special design excersises under evaluation, the Touring Saloons were built on early chassis. The styling is simular to other work from the Milan based styling house, particulary the Alfa Romeo 6C-2500. the design was both stylish, lightweight and produced a fast car , but was also considered a little noisy. Construction favoured the patented Superleggra (super light) method used by Touring, involving building a body support matrix of wire-tied tubular or lightweight metal rod frames on which to mount the body panels. In the detail, however, it did not meet the standards of construction set by the Bristol Aeroplane Company. However the benefits of the lightweight construction method was not dismissed by the Bristol evaluators and the Touring Superleggra method was refined to a more sophisticated though more expensive level, by use of cruciform joints rather than the crossover of wire tied metal rods. thus forming a stronger support matrix, on to which the body shaped skin panels could be jig mounted and then and then welded together. Another Bristol modification was to cover the matrix with sound muffling materials, prior to fitting the outer panels. Further insuulation with the likes of Wilton carpets and Bristols wind cheating body shape, made the Touring Superleggra the chosen developement of the 401. The car was debuted at the 1949 Geneva Motorshow

This car was part of the concours at the Chataeu Impney meeting

A big thankyou for an incredible 22.6 million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-063

The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.

Models were again arranged 150, 210 and Bel Air. The Bel Air Convertible shown here matched the only ope-top bodystyle with top-specification trim. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.

A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.

Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.

Humber Hawk (1957-67) Engine 2267cc S6 OHV Production 15539 (all series, 7230 series 1I)

Registration Number VFO 416 (Radnor)

HUMBER SET

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

The 1957 Hawk had a completely new body with unitary construction which it would go on to share with the 1958 Humber Super Snipe. This was the biggest bodyshell for a saloon/estate car built in Great Britain at the time. The 2267 cc engine was carried over, though with modifications to the distributor mounting, and other details; and an automatic transmission, the Borg Warner D.G. model, was now available. The body was styled in Rootes' own studios and featured more glass than previous models, with wrap-around front windscreen, which gave it a considerable resemblance to a 1955 Chevrolet.

There were several revisions during the car's life, each resulting in a new Series number.

The 1959 Series 1A had changed gear ratios and minor trim changes.

The Series II launched in October 1960 had disc front brakes, servo-assisted. The automatic option was no longer available on the home market.

The Series III of September 1962 had a larger fuel tank and bigger rear window. The export model automatic option was also dropped.

More significant changes came with the October 1964 Series IV. The roof was made flatter, the rear window smaller and an extra side window fitted behind the rear doors. Synchromesh was fitted to bottom gear. An anti-roll bar was fitted at the rear.

The final Series IVA of 1965 saw the automatic option re-introduced, this time being the Borg Warner Model 35.

Many Thanks for a fan'dabi'dozi 29,349,200 views

Shot 17:08:2014 at Lupin Farm Classic Car Show, Orgreave, Staffordshire Ref 102-712b

MG MGB (Mk.II) GTS Replica (1972) Engine 1798cc S4 OHV BMC B Series

Registration Number YUJ 20 K

MG SET

www.flickr.com/photos/45676495@N05/sets/72157623797586658...

This car is a replica of the MGC GTS Racecars, created by the BMC Competitions Department to promote the new MGC by entering them in high profile GT races. Their target being the annual twelve hour endurance race at Sebring Florida. The MG would clearly have a power disadvantage, so the Competitions Department set about reducing the cars weight, Specially fabricated aluminum body panels were ordered for the MGC "GTS" or "Sebring" racecars. Most of these panels were made on regular production press dies by supplier Pressed Steel. Fenders were a conspicuous exception: they were hand-made and they featured aggressive fender flares to suit oversized tires. The following bolt-on panels were made from aluminum instead of steel: front valance, front fenders, doors skins, and GT hatches. (Aluminum bonnets were already standard equipment.) Aluminum rear fender flares were riveted onto modified steel quarter panels, and the rivets were hidden under body filler and paint. Aluminum roofs were also riveted and glued on. However, the underlying structure of the MGC GTS bodyshells remained essentially stock because these were unibody cars. Strength and stiffness were achieved by spreading stress through spotwelds into thin sheetmetal. Regular mass-produced steel parts were used for most of the cars' structural core: floorpans, transmission/driveshaft tunnels, crossmembers, rocker panels (inner and outer), firewalls, inner wings, rear wheel wells, the heelboards behind the seats, and of course the subframe sections that ran underneath the floorboards. Also the engine block and cylinder heads were specially cast to save weight compared to the iron blocks and heads used on production cars. The Comps team only used an aluminum MGC engine block once, and the results weren't good, but the aluminum heads worked out much better.

Enough panels were produced to fabricate six cars plus spares but only two were ever raced by the Comps Department.

The GTS racecar debuted with a four cylinder engine and a regular MGB bonnet because the upcoming MGC model was still a well-guarded secret. The occasion was the 1967 Targa Floria endurance race in Sicily. Sadly, it finished far enough behind the winner that its results weren't officially classified. Updated with a six-cylinder engine and MGC style bonnet, this same car was entered at Sebring in 1968 and 1969.

isappointing race results at Sebring in 1969 and in light of pending discontinuation of MGC production, an executive decision was made to liquidate inventory of GTS bodies and attendant spare parts held at Abingdon. By 1969 the official entrant was British Leyland Motor Corporation when the cars were entered for the Sebring Twelve Hour race. This was the last "works" race entry for the MG marque.

After the 1969 Sebring 12 Hour race, the Comps Department sold ADO52-1060 and ADO52-1059 in America at an advertised price of $4500 each (including spare engine, transmission, and rear axle) instead of shipping them back to England. The two cars remain intact and un-raced in private collections

Many Thanks for a fan'dabi'dozi 25,782,200 views

Shot 09:06:2014 ar The Luton Classic Car Show, Stockwell Park, Luton REF 102-518

Nº 39.

Ford Galaxie Taxi (Quebec, 1964).

Escala 1/43.

"Taxis del Mundo" - Altaya (España).

Ixo.

Año 2014.

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

"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

Suggested in the mid-1950's as a road going version of the then new Land Rover, this Road Rover combined parts of the Land Rover bodyshell with Rover P4 components. Seen at the British Motor Museum at Gaydon on 22nd August 2021.

Take a French product and stick a new label on.

Et voilà! Van Blanc pour le mauvais goût anglais.

"...one of the first models from Vauxhall to be launched as part of the company's ownership by the PSA Group. It uses the same basic bodyshell and running gear as sister models from Peugeot and Citroen (and a fourth van from Toyota) and this means it's leaps and bounds better than the Mk4 Combo it replaced (a rebadged FIAT Doblo)".

Another early Norman Clay (Fanfare) bodyshell (minus window sliders). New window sliders made, lifeguard made, OOC Queen Mary interior.

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 class 230 arriving at Stourbridge Junction today sounds so quiet compared to the normal traction we see at Stourbridge.

The British Rail Class 230 D-Train is a diesel electric multiple unit or battery EMU built by rolling stock manufacturer Vivarail for the British rail network. The units are converted from London Underground D78 Stock, originally manufactured during 1980 by Metro-Cammell. The conversion re-uses the D78's aluminium bodyshells with new interiors. It runs on the same bogies but these are rebuilt to as-new standard by Wabtec and fitted with brand new 3-phase AC induction motors sourced from Austria. The initial build of 3 vehicles for London Northwestern Trains replaces the four-rail traction-current system with 4 diesel gen-sets, driving 8 traction motors via purpose built electronic Traction Control Units.

156472 is stabled “on the stops” in platform 5 at Liverpool Lime Street, 22nd November 2008.

Unit History

A hundred fourteen class 156 units were built from 1987-89 by Metro-Cammell at their Washwood Heath Works in Birmingham. The vehicles are based on the Mark III bodyshell, and are powered by 6-cylinder Cummins NT855-R5 diesel engines through Voith T211r hydraulic automatic transmissions and Gmeinder final drive units. 156472 was built in 1989 and delivered to Cardiff Canton for Cardiff – Portsmouth/Brighton duties. By January 1990 it had moved to Norwich for East Anglia – Birmingham/Liverpool duties. Its stay at Norwich was equally short as by July 1990 it had migrated to Haymarket for Scotrail duties and by January 1991 it was at Neville Hill for West Yorkshire duties where it settled down for a long stay before moving over the Pennines to Newton Heath where it is currently allocated.

The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.

The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.

Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.

36,672 CL Valiants — including the last-ever Chargers — were built.

This Valiant wagon is created for the #mocaround49 challneg #vacationwagon

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)

Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012

Race Number 70 Dion Kremer

Entrant Gabriel Kremer

FORD UK SET

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

The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1557cc

Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc engine together with an Elan close ratio gearbox, he rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.

Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities

To homologate the car for Group 2, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs.

This car raced at Donington in the Pre-66 Under Two Litre Touring Car race.

A Big thankyou for an incredible 24 Million views

Shot 04:05:2014 at the Donington Historic Festival REF 102-151

This has been sat on the shelf for many months since I built the chassis. It was about time I painted and finished off the bodyshell.

DRS 'Bodysnatchers' 57004 and 57008 'Telford International Railfreight Park June 2009' heading the 6C22 06:40 Kingmoor Depot to Sellafield nuclear flask train. The trailing load of this service, which included an 'MoD' flask near the rear of the train, obtained some pleasing exhaust as the locomotives accelerated away from a signal check. English Damside, Carlisle City Centre on 15th July 2011.

57004 began life in March 1965 as D1828 in the Toton (D16) District. It has carried dual-green, BR Blue and Railfreight liveries, being converted to a class 57 with General Motors traction for Freightiner in March 1999. It was the first Class 57 to be scrapped. moving from LSL Crewe to a Stafford scrapyard on 5th July 2023, the stripped bodyshell then being immediately disposed of.

57008 began life as D1644 in December 1964 and was allocated to Newport Ebbw Junction. It has carried dual-green, BR Blue. Railfreight and Freightliner (Railfreight grey) liveries before conversion to General Motors class 57 in December 1999 with Freightliner. As 47060 it also carried the name 'Halewood Silver Jubilee 1988' between 1988 and 1995. Surplus to DRS' requirements, it was acquired by WCRC in early 2022.

In 2007 Freightliner started to replace its Class 57s with new Class 66 locos. Initially six Class 57s (the second batch) were returned to their leasing company, and were redeployed with DRS in July 2007. Direct Rail Services owned nine examples of the class, comprising 57002 (47322), 57003 (47317), 57004 (47347), 57007 (47332), 57008 (47060), 57009 (47079), 57010 (47231), 57011 (47329), 57012 (47204). These locomotives worked alongside the Class 20/3s, 37's and 66's which were also operated by the company then. All the 57's were painted in the DRS 'Compass' Blue livery.

© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission

G-Model

Bonhams : The Autumn Sale 2020

Estimated : € 40.000 - 60.000

Unsold

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

Porsche revived the evocative Carrera name - previously used for the competition orientated versions of the preceding 356 model - for its luxuriously equipped, top-of-the-range 911 in 1973, applying the title to all 911 variants, co-incidentally with the introduction of the 3.2-litre engine, from the start of the 1984 model year. The revived name was part of a major revamp of the long-running 911, now selling better than ever, development of which had slowed while Porsche concentrated on meeting the ever increasing demand.

Although it remained an air-cooled 'flat six', the '3.2' motor was 80% new and incorporated an effective cam chain tensioner and associated lubrication system that at last addressed a perennial 911 shortcoming. An ECU controlled the fuel and ignition systems for the first time on a 911, enabling the engine to be both more powerful and less thirsty. As a result, this enlarged and extensively revised power plant now produced 231bhp, 27 horsepower up on its predecessor, endowing the Carrera with a level of performance approaching that of the original 911 Turbo of 1974, the bald statistics being a 0-60mph time of 5.3 seconds and a top speed of 152mph (244km/h) with 100mph (160km/h) reachable in a breathtaking 13.6 seconds.

No major changes were made to the bodyshell, though there was a new front spoiler with integral fog lamps, while the number of models on offer remained at three: Coupé, Targa and Cabriolet. Thirty-plus years on, Carrera 3.2s are now highly sought after and for very good reason, though finding one is not that easy.

Finished in grey with black leather interior, this Carrera 3.2 was delivered new in Düsseldorf, Germany equipped with the optional sunroof and rear wing, and is said to be standard apart from a larger-diameter sports exhaust system. The car comes with its Porsche service booklet recording maintenance by official Porsche dealers and independent specialists recognised by Porsche, testifying to the fact that it has been very well cared for. The Car Pass records the odometer reading as 245,000 kilometres and the Porsche also comes with Belgian Certificat d'Immatriculation, valid Contrôle Technique, three keys, and a car cover.

At a glance: technical highlights* of the new Mercedes-Benz SLS AMG

Aluminium spaceframe: this design realised for the first time by Mercedes-Benz combines intelligent lightweight construction with great strength – thereby supporting the outstanding driving dynamics of the SLS AMG. The bodyshell weighs a mere 241 kilograms.

Standard

Adaptive front airbags: the front airbags can deploy in two stages, depending on the severity of the impact.

Standard

Aerodynamic balance: the SLS AMG combines optimum handling stability with a low drag coefficient and low wind noise.

Standard

AMG alubeam silver: this new process - a world first - makes the paint finish shine like liquid metal, with specific light reflections that give even more life to the painted surface. Thius effect is made possible by microscopic, 30 to 50-nanometer small pigment particles.

Optional

AMG DRIVE UNIT: integrated into this are the rotary control for the transmission modes, the engine starter button and keys for the ESP® functions, the AMG memory function and the extendable rear aerofoil.

Standard

Bi-xenon headlamps: gas-discharge lamps for low and main beam improve safety at night.

Standard

Carbon-fibre drive shaft: as in the Mercedes-Benz C-Class DTM racing touring cars, the drive shaft is of carbon-fibre. Although the shaft has to transfer 650 newton metres of torque from the engine to the double-declutch transmission, it weighs only 4.7 kilograms.

Standard

Differential lock: the mechanical multi-plate differential lock ensures improved traction in any road conditions.

Standard

Diffusor: integrated into the rear bumper, the diffusor directs the airflow from the underfloor upwards, acting together with the aerofoil to prevent unwanted uplift at the rear axle.

Standard

Double-declutch transmission: the AMG SPEEDSHIFT DCT 7‑speed sports transmission has four driving modes including the RACE START function. Other attributes: fast gearshift response with virtually no interruption in tractive power, a tailor-made control strategy and increased gearshifting comfort.

Standard

Double wishbone suspension: with this technology familiar from motor racing, the wheel location and suspension functions are separate.

Standard

E-SELECT lever: its shape is reminiscent of a jet plane's thrust control. The driver is conveniently able to change between R, N and D by touch-control of the drive-by-wire system.

Standard

3-stage ESP®: the three modes "ESP ON", "ESP SPORT" and "ESP OFF" are available at the touch of a button.

Standard

Flow-formed light-alloy wheels: the manufacturing process allows lower wall thicknesses in the area of the rim base, while improving long-term rigidity. The weight saving versus conventional light-alloy wheels is around 1.1 kilograms per wheel.

Standard

Gullwing doors: with an opening angle of 70 degrees, the unique gullwing doors allow convenient access and egress.

Standard

Front-mid-engine: the AMG V8 engine installed behind the front axle provides the ideal conditions for perfect handling dynamics, with precise self-steering characteristics, first-class agility, low inertia during fast directional changes and outstanding traction.

Standard

Generator management: whenever the engine is on the overrun, kinetic energy is used to charge the battery rather than being uselessly converted to heat in the usual way. Conversely, the generator is switched to load-free mode when accelerating, which relieves the engine load. The result is a reduction in fuel consumption.

Standard

Smooth underbody: the almost completely panelled underbody reduces aerodynamic drag and helps to avoid uplift at the rear axle.

Standard

Rear aerofoil: attractively integrated into the boot lid, the aerofoil extends at 120 km/h aus and avoids unwanted uplift at the rear axle.

Standard

High-performance composite braking system: with this composite technology derived from motor racing, the grey cast iron discs are mounted on an aluminium bowl. This ensures perfect heat conduction and first-class fade resistance even in the gruelling conditions of the racetrack.

Standard

LED gearshift indicator: seven LEDs coloured white, yellow and red indicate the need for an upshift if the SLS AMG driver has selected the manual transmission mode and the engine speed is approaching its maximum.

Standard

High-performance ceramic composite braking system: by virtue of their greater hardness, the ceramic brake discs have even higher temperature resistance, and also contribute the benefits of 40 percent less weight.

Optional

Kneebag: in the event of a frontal impact, an additional airbag can help to protect the legs of the vehicle occupants.

Standard

Twin-wire arc spray coating (LDS): the advantages of this technology patented and exclusively used by AMG are extremely low friction and wear, as well as long-term durability of the cylinder walls.

Standard

Magnesium backrests: the backrests of the sports seats are of magnesium, a high-tech material that excels with low weight and high strength. This has considerable advantages in terms of the weight balance and a lower centre of gravity.

Standard

Matt paint finishes: with their matt silk surface, "designo magno allanite grey" and "AMG monza grey magno" reinforce the sporty character of the Gullwing model through specific contouring of the crease lines.

Optional

Performance suspension: with an approx. ten percent stiffer spring setup and 30 percent stiffer damper setup, the Performance suspension is recommended for the racetrack.

Optional

Forged pistons: the eight forged pistons of the AMG M159 engine weight a total of 0.5 kilograms less than the cast pistons of the basic M156 engine.

Standard

Forged wheels: forged AMG light-alloy wheels are 14 percent lighter than the Flow Forming wheels fitted as standard, thereby reducing the unsprung mases even further.

Optional

Tubular steel exhaust headers: with their precisely coordinated tube lengths, these improve the gas cycles for a considerable increase in output and torque. These exhaust headers are another technology borrowed from motor sports.

Standard

Superplastic forming: this enables multi-part components to be dispensed with during the production process for the outer door skin and interior. This not only saves weight, but also simplifies the production process.

Standard

Surround sound system: the Bang & Olufsen BeoSound AMG surround sound system with Dolby Digital 5.1 provides an exclusive listening experience at the highest level. The system has an amplifier with a total output of 1000 watts, 11 loudspeakers and a digital sound processor.

Optional

Transaxle arrangement: locating the double-declutch transmission at the rear axle allows a weight distribution of 47 percent (front) and 53 percent (rear) which benefits handling dynamics.

Standard

Dry sump lubrication: this technology derived from motor racing allows a lower installed position for the V8 engine. As a positive side-effect, the engine is reliably lubricated even under the high lateral acceleration encountered on the racetrack.

Standard

Topology optimisation: the cast components of the aluminium spaceframe are specifically weight-optimised: ribbed structures precisely follow the force paths, and wall thicknesses are reduced to a minimum in less highly stressed areas.

Standard

Torque tube: this forms a rigid connection between the engine and transmission, ensuring the best possible transfer of forces.

Standard

Ultra-high strength, hot-formed steel: this is used in the A‑pillars to improve occupant safety even further.

Standard

Four-way lumbar supports: these provide the driver and passenger with effective lower back support.

Optional

Two-zone seat cushions: prominent side bolsters with a harder foam filling provide optimal lateral support, while the inner areas of the seat cushion and backrest are softer for a high level of comfort on long journeys.

Standard

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

Development:

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

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

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

Mechanicals:

AJ6 4.0 L engine (in a 1990 Daimler)

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

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

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

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

Exterior:

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

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

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

[Text from Wikipedia]

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

Ford Thames 300E Van (1954-61) Engine 1172cc S4 SV Production 196885

Registration Number WXR 859

Fleet Number London Transport 1096F

FORD UK SET

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

Based on Fords Anglia/Prefect 100E Saloons and sharing a bodyshell 100E Station Wagon. Powered by a Ford 1172 cc engine originally only in 5 cwt the range was later expanded to include standard and deluxe variants of a 7 cwt van.

This van was supplied directly to London Transport from Daggenham Motors, Alperton, priced at £ 365 and given fleet number 1096F in June 1959 and was delivered to the Central Distribution Works as one of a batch of thirteen identical vehicles and allocated service vehicle fleet numbers 1088F – 1100F.

Assigned early July 1959, from Central Distribution to Lillie Bridge depot near Fulham and allocated to the Signals Engineers, remaining there until withdrawn from service at the beginning of December 1964. The unlicensed vehicle was then sold to a Mr C W Borgust of Shooters Hill, London, SW3 for private use.

Obtained and restored by Mr N Anscombe and returned to the distinctive Chiswick Green service vehicle livery, the van was donated to the Trust and arrived at the Museum during May 1998.

Shot at Brooklands New Years Day meeting 01:01:2013 REF 90-156

Fiat 131 Abarth Rallye (1976) Engine 1995cc S4 DOHC

Race Number 129 Neil Cotty (Colworth)

Registration Number N 84451 (Torino)

Production 400

FIAT ALBUM

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

The first series Fiat 131 was introduced at the 55th Turin Motor Show in late October 1974 The 131 came with a choice of a 1,297 cc or 1,585 cc OHV inline-four engines, both from the engine family first introduced on the Fiat 124. Both engines were fitted with a single twin-choke Weber 32 ADF downdraught carburettor. A four-speed manual transmission was standard, with a 5-speed manual and a 3-speed torque converter automatic optional on the 1600 engine only. The initial range comprised eleven different models with three body styles 2 door and 4 door Saloons and an Estate car.

In 1976, 400 examples of the Fiat Abarth 131 Rally were built for homologation purposes These cars were built in a cooperation between Fiat, Bertone and Abarth. Bertone took part-completed two door standard bodyshells from the production line in Mirafiori, fitted plastic mudguards front and rear, a plastic bonnet and bootlid and modified the metal structure to accept the independent rear suspension. The cars were fully painted and trimmed and then delivered back to the Fiat special Rivalta plant where they received the Abarth mechanicals. The street version of the car used a 16-valve DOHC derivative of the standard DOHC engine, which equipped with a double Weber downdraught carburettor produced 140 PS (103 kW; 138 hp). The street cars used the standard gearbox with no synchromesh (Rally type regulations required the use of the same type of synchromesh on the competition cars as on the street versions) and the hopelessly underdimensioned brake system of the small Fiat 127. Competition cars used dry sump lubrication and eventually Kugelfischer mechanical fuel injection. In race specifications, the engine produced up to 240 PS (180 kW) in 1980, being driven to World Championship status by Walter Röhrl.

The Fiat 131 Abarth was a very successful rally car winning the World Rally Championship 1977, 1978 and 1980 with Markku Allen, Timo Salonen and Walter Rohl at the wheel. Between 1976-81 the Fiat 131 Abarth won 18 WRC rally events.

Diolch am 82,799,995 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 82,799,995 amazing views, every one is greatly appreciated.

Shot 17.07.2021 at Shelsey Walsh (Classic Nostalgia), Worcestershire 147-070

A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".

The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.

This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.

This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.

Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.

GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.

60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.

Fiat 131 Abarth Rallye (1977) Engine 1995cc S4 DOHC

Registration Number NBL 35 P (Reading)

Production 400

FIAT SET

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

The first series Fiat 131 was introduced at the 55th Turin Motor Show in late October 1974 The 131 came with a choice of a 1,297 cc or 1,585 cc OHV inline-four engines, both from the engine family first introduced on the Fiat 124. Both engines were fitted with a single twin-choke Weber 32 ADF downdraught carburettor. A four-speed manual transmission was standard, with a 5-speed manual and a 3-speed torque converter automatic optional on the 1600 engine only. The initial range comprised eleven different models with three body styles 2 door and 4 door Saloons and an Estate car.

In 1976, 400 examples of the Fiat Abarth 131 Rally were built for homologation purposes These cars were built in a cooperation between Fiat, Bertone and Abarth. Bertone took part-completed two door standard bodyshells from the production line in Mirafiori, fitted plastic mudguards front and rear, a plastic bonnet and bootlid and modified the metal structure to accept the independent rear suspension. The cars were fully painted and trimmed and then delivered back to the Fiat special Rivalta plant where they received the Abarth mechanicals. The street version of the car used a 16-valve DOHC derivative of the standard DOHC engine, which equipped with a double Weber downdraught carburettor produced 140 PS (103 kW; 138 hp). The street cars used the standard gearbox with no synchromesh (Rally type regulations required the use of the same type of synchromesh on the competition cars as on the street versions) and the hopelessly underdimensioned brake system of the small Fiat 127. Competition cars used dry sump lubrication and eventually Kugelfischer mechanical fuel injection. In race specifications, the engine produced up to 240 PS (180 kW) in 1980, being driven to World Championship status by Walter Röhrl.

The Fiat 131 Abarth was a very successful rally car winning the World Rally Championship 1977, 1978 and 1980 with Markku Allen, Timo Salonen and Walter Rohl at the wheel. Between 1976-81 the Fiat 131 Abarth won 18 WRC rally events.

Many Thanks for a fan'dabi'dozi 30,986,600 views

Shot 167.11.2014 at The National Exhibition Centre, Classic and Sportscar Show Ref 103-425

n° 56 of 100

Bonhams

Les Grandes Marques du Monde à Paris

The Grand Palais Éphémère

Place Joffre

Parijs - Paris

Frankrijk - France

February 2023

Estimated : € 60.000 - 90.000

Sold for € 63.250

Introduced at the Geneva Salon in March 1999, the DB7 Vantage was no mere high-performance version of the existing six-cylinder DB7 but an exciting new model powered by a state-of-the-art, all-alloy V12 engine, the first of this configuration to power a production Aston Martin. This 6-litre, quad-cam, 48-valve unit produced 420bhp and 400lb/ft of torque while meeting all current and projected emissions regulations, while there was a choice of two alternative transmissions: a new six-speed manual or ZF five-speed automatic with manually selectable ratios (Touchtronic). A top speed of 185mph was claimed for the Vantage coupé, 165mph for the Vantage Volante convertible.

To accommodate the new engine/transmission package, the existing DB7 bodyshell was re-engineered, acquiring a new frontal structure and an enlarged transmission tunnel. The result was a torsionally stiffer structure that exceeded all contemporary crash test requirements. Both front and rear suspension arrangements were developed specifically for this new model, incorporating revised linkages and special Bilstein shock absorbers. The 18" diameter wheels too were unique to the Vantage, which also featured cross-drilled and ventilated Brembo brakes and Teves electronic four-channel ABS.

The Vantage's introduction was the culmination of two years intensive development and testing that included hundreds of thousands of miles covered in climatic conditions ranging from arctic to desert, as well as continuous 30-day accelerated durability tests at MIRA. Notwithstanding all the DB7 Vantage's high tech attributes, its makers had not lost sight of customer expectations of what constituted an Aston Martin. Thus the Vantage's hand crafted interior featured traditional Connolly hide upholstery, and could be trimmed and equipped to an individual buyer's personal requirements. All the usual luxury appurtenances came as standard while clients could choose from an extensive list of options that included satellite navigation, fitted luggage and parking sensors.

This left-hand drive, automatic transmission DB7 Vantage Volante is one of only 55 Anniversary Edition cars, all finished in Slate Blue, built to celebrate the end of the model's production. The car was sold (it is believed new) to the current vendor on February 2005 by Aston Martin Antwerp.

Currently displaying a total of only 18,323 kilometres on the odometer, the car is offered with a Belgian registration document and copies of the original purchase invoice and manufacturer's Certificate of Conformity. A rare opportunity to acquire an example of what was once the ultimate soft-top Aston Martin for a fraction of the original €147,620 as-delivered price.

Firstly let me beg forgiveness for position of the telegraph pole! I couldn't quite get the shot I wanted here as the sun was on the wrong side. I did take another from the other but with predictable results. The intention had been to include Mow Cop and the Cheshire Plane, however, as I was short of time, I just had to make do with the latter ... and the telegraph pole. This record shot was taken in Chester Road, Talke Pits (sort of) on the way back from MoT test in the week. This little Dennis Javelin has it's Plaxton Premier coach bodyshell kitted out as a service bus, a type referred to as an Interurban. It still carries it's Orkney Coaches branding as a reminder of it's final Stagecoach posting. Quite a bit of beautifying went into it's preparation as it was certainly showing signs of having stood for the best part of a year in an unsympathetic climate .

Tribute Motors Z300S Barchetta Engine 2793cc S6

Registration Number MIG 3204 (County Fermanagh)

TRIBUTE MOTORS ALBUM

www.flickr.com/photos/45676495@N05/albums/72157692216239661/

The Z300S is a body kit produced by Tribute Motorsof Dorset which has been designed to fit a BMW Z3. The GRP kit is described as a straight forward replacement of body panels and addition of cover panels to a BMW Z3 bodyshell, and can be fitted to any model and any year of the Z3. The conversion retains the full monocoque bodyshell, running gear doors and glass of the donor vehicle. and is exempt from IVA..

In the case of this vehicle the dornor vehicle was a BMW Z3 2.8i of 1998

Tribute Motors

www.tributeautomotive.co.uk/z300s.html

Many thanks for a fantabulous 32,680,500 views

Shot on 01.01.2015 at Brooklands New Years Day Classic Car Gathering Ref 104-192

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

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

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

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

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

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

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

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

The Prince was obviously very specific about his motorcars!

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

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

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

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

The second-generation Volkswagen Golf (also known as the Typ 19E until the 1991 model year, and Typ 1G thereafter) was launched in Europe at the Frankfurt Motor Show in September 1983, with sales beginning in its homeland and most other left-hand drive markets soon after. It debuted in March 1984 on the right-hand drive British market, and it was introduced as a 1985 model in the United States. It featured a larger bodyshell, and a wider range of engine options.

During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.

The successful Golf GTI (or, in the US, simply "GTI") was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a naturally aspirated Bosch K-Jetronic fuel injected 1,781 cc (1.8 L; 108.7 cu in) Inline-four engine developing 112 PS (82.4 kW; 110.5 hp). In 1986 (1987 for North America) a Golf GTI 16V was introduced; here the 1.8 litre engine output was 139 PS (137 hp; 102 kW) at 6,100 rpm (or 129 metric horsepower (95 kW) for the catalyst version) and 168 newton metres (124 lbf⋅ft) at 4,600 rpm of torque,[6] the model was marked by discreet red-and-black "16V" badges front and rear. US/Canadian GTIs were later equipped with 2.0, 16-valve engines, available in the Passat and Corrado outside North America. In 1990, like the Golf, the GTI was given a facelift, and the "Big Bumper" became standard on all GTIs.

Being October, which had always been the LUGNuts anniversary month, this Mk2 VW Golf GTi has been built to the 42nd challenge theme 'Autos aus Deutschland'.

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.

Jaguar Bodyshell for a Lightweight E Type Restoration

Northern Rail 150273 leads a Northern Rail class 153 as they head for Leeds at Stourton, 2nd June 2011. 150273 is one of the final batch of eighty five two-car class 150 units which were built at York works in 1986/87 with front-end gangway connections and numbered in the range 150201-285. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150273 was initially allocated to Cardiff however it is now allocated to Newton Heath.

In ex-works South Western Trains livery, Class 442 'Wessex' 2416 was arriving at New Milton with the 07.41 Poole to London Waterloo service on May 30th 1998. Utilising the BR Mk.3 bodyshell, the fleet of 24 x 5-Car Class 442's were built at Derby Litchurch Lane and were new in 1987/1988. Used on the South Western main line until 2007, the units subsequently had a chaotic existence with use on Southern and Gatwick Express, then some being refurbished for use with South Western Railway in 2019, but never entering service due to the Covid-19 pandemic. The fleet was withdrawn in 2021 and most of the sets were subsequently scrapped. 2416 was stripped for spare parts at Wolverton Works in January 2021 and scrapped in June 2021.

LOCATION:- Derby Litchurch Lane

DATE:- 18.06.2001

'Networker Classic' prototype, what would of been the BR class 424 seen here stored at Litchurch Ln Works in Derby.

This vehicle was originally a 4-CIG driving trailer 76112. The "Networker Classic" concept involved rebuilding Mark 1 design Southern Region EMUs of Classes 411, 421 and 423 to meet current crash-worthiness standards. This involved building a new bodyshell on the existing chassis, but keeping the original electrical and motor equipment. Therefore, the aim was to produce a 'new' unit at one quarter the cost of manufacturing a train from scratch. The rebuilt units would have had a life of at least fifteen years, thus saving considerable amounts of money when replacing old stock. However, for some reason the project was not successful, and train companies turned to new-build trains of Classes 375, 376, 377, 444, 450, 458, and 460 from various manufacturers.

Fiat began designing the Ritmo hatchback – as a replacement for the 128 sedan – in 1972, following the body style of its 127 supermini as European manufacturers began launching small family hatchbacks, notably the Volkswagen Golf in 1974.

Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat instead gave its new car the Ritmo name, rather than another three digit number. Offered in 3- and 5-door hatchback and cabriolet body styles – from 1978 to 1988 with two facelifts.

The Ritmo was manufactured at the Cassino plant using a system developed by its subsidiary Comau, the "Robogate" system – which automated the bodyshell assembly and welding process using robots, giving rise to its advertising slogan "Handbuilt by robots", immortalised in a television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini's The Barber of Seville. The exterior has plastic bumper fascias integrated into the styling which combined strong round shapes with overall sharp lines, achieving a drag coefficient of Cd=0.38.

The Maserati Merak, introduced in 1972, was essentially a junior version of the Maserati Bora. The first Merak was designed during the Citroën era (1968-1975), the Merak featured a 3.0 L Maserati V6 (190 hp), also used in the Citroën SM. The mid-engine Merak used the Bora bodyshell, but with the extra space offered by the smaller engine used to carve out a second row of seats, suitable for children or very small adults. (http://en.wikipedia.org/wiki/Maserati_Merak)

Ford Escort Mk.II RS2000 (1975-80) Engine 1977cc S4 Ford Pinto

Registration Number LAR 800 P

FORD UK SET

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

As with the Mark 1 the Mark II Escort had a long and distinguished rally carreer, All models of the Mark I were carried over to the Mark II, though the Mexico gained the RS badge and had its engine changed to a 1.6 L OHC Pinto instead of the OHV. A "Sport" model was also produced using the 1.6 L Kent. A new model was released, the RS1800, which had an 1840 cc version of the BDA engine. It was essentially a special created for rallying.he works rally cars were highly specialised machines. Bodyshells were heavily strengthened. They were characterised by the wide wheelarch extensions (pictured right), and often by the fitment of four large spotlights for night stages. The BDA engine was bored to 2.0 L and gave up to 250 bhp It was complemented by a strengthened transmission, five-speed straight-cut ZF gearbox, five-linked suspension and more minor modifications.

Shot at the Racing Car Show, NEC, Birmingham 15:01:2012 REF 81-042

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 second-generation Volkswagen Golf (also known as the Typ 19E until the 1991 model year, and Typ 1G thereafter) was launched in Europe at the Frankfurt Motor Show in September 1983, with sales beginning in its homeland and most other left-hand drive markets soon after. It debuted in March 1984 on the right-hand drive British market, and it was introduced as a 1985 model in the United States. It featured a larger bodyshell, and a wider range of engine options.

During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.

The successful Golf GTI (or, in the US, simply "GTI") was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a naturally aspirated Bosch K-Jetronic fuel injected 1,781 cc (1.8 L; 108.7 cu in) Inline-four engine developing 112 PS (82.4 kW; 110.5 hp). In 1986 (1987 for North America) a Golf GTI 16V was introduced; here the 1.8 litre engine output was 139 PS (137 hp; 102 kW) at 6,100 rpm (or 129 metric horsepower (95 kW) for the catalyst version) and 168 newton metres (124 lbf⋅ft) at 4,600 rpm of torque,[6] the model was marked by discreet red-and-black "16V" badges front and rear. US/Canadian GTIs were later equipped with 2.0, 16-valve engines, available in the Passat and Corrado outside North America. In 1990, like the Golf, the GTI was given a facelift, and the "Big Bumper" became standard on all GTIs.

Being October, which had always been the LUGNuts anniversary month, this Mk2 VW Golf GTi has been built to the 42nd challenge theme 'Autos aus Deutschland'.

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)

Bonhams : the Zoute Sale

Estimated : € 50.000 - 80.000

Sold for € 51.750

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

'The Mustang can be tailored to be anything from a gentle in-town ladies' car to an impressive 130mph highway performer. Undoubtedly its almost infinitely variable personality is one of the car's chief attractions...' - William S Stone, 'The Ford Mustang'.

Ford created a new class of car almost overnight with the introduction of the Mustang sports coupé part way through the 1964 season, catching the rest of the US auto industry off guard. Brainchild of Lee Iacocca - subsequent saviour of the Chrysler Corporation – the Mustang is one of the most remarkable automotive success stories of modern times and arguably the pinnacle of his long career with Ford. Aimed at the affluent young, for whom a car was as much a lifestyle statement as means of transport, the Mustang succeeded brilliantly, achieving sales in excess of a quarter million by the end of '64. This remarkable debut was followed by a staggering 524,791 sales in 1965, earning Ford a fortune.

The secret of the Mustang's success was a broad appeal that extended beyond the target market thanks to a great value-for-money package combining sporty looks, decent economy and brisk performance. Mustangs could be ordered in specifications ranging from six-cylinder 'economy' to V8-powered luxury, while customers could choose from an extensive range of factory options, with the result that seldom are two Mustangs identical.

In 1994, Mr John Wilson from Hillsborough, California was looking for an original rust-free, undamaged and all matching numbers Ford Mustang. He found this car in San Francisco and purchased it from the original owner. The Mustang had covered relatively few miles and had not been run for the preceding ten years. Mr Wilson drove the Mustang for three years, and in 1998 decided to restore it to factory-original show standard, commissioning one of the West Coast's most renowned specialists, Potts Restorations of Burlingame, to carry out the work. Working with Potts, the owner spared no expense in his pursuit of perfection. The Potts team methodically disassembled the Mustang down to the bar bodyshell and carefully worked their way upwards, incorporating all 'new-old-stock' parts. Noteworthy features include automatic transmission, power brakes, power steering, electric hood, radio, 'Pony' wheels, and whitewall tyres.

This car is fully matching and correct in every detail, having been restored to the same state it left the factory in 1965. Completed in 2000, the Mustang was shown widely across the USA for the next few years, winning the 'Best in Show' award at every event entered. For two years in a row, it was the MCS Grand National winner as the best Mustang in the country – the ultimate accolade. Other important awards include: Gold AACA Grand National (2001, 2002); ISCA Best Antique Restored Senior Award (2002); ISCA Eastern Division Class Champion (2003); and Carolina Grand National Gold (2000-2003). Over 30 awards come with the car, which 15 years later is still in effectively 'as new' condition, exactly as it left the factory in 1965. Offered with California Certificate of Title and Netherlands registration papers, this breathtaking Mustang is worthy of the closest inspection.

150234 stands in the platform 2 at Cardiff Central having recently arrived with 1C81, 15:00 Cardiff - Taunton, 22nd September 2015.

Unit History

150234 is one of the final batch of 85 two-car class 150 units which were built in 1986/87 with front-end gangway connections and numbered in the range 150201-285. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150234 was initially allocated to Newton Heath before migrating to the Western Region in the early 1990’s and is currently allocated to Bristol Phillips Marsh.. 150233 is currently one of sixteen class 150 units operated by First Great Western for local duties.

The Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars (E-segment) produced by Italian car manufacturer Alfa Romeo from 1968 to 1977. Berlina is the Italian term for a saloon car. Both cars had Alfa Romeo twin cam inline-four engines; the 1.8-litre 1750 Berlina was made between 1968 and 1971, when it was phased out in favour of the improved 2.0-litre 2000 Berlina.

The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 was meant to top the saloon range, above the 1300 and 1600 cc versions of the Giulia. In the United States, however, the Giulia saloon ceased to be available and was entirely replaced by the 1750 Berlina. The 1750 entered full production in South Africa in early 1969, later complemented by the 2000.

In contrast to the Giulia, the 1750s had reworked bodywork and bigger engine, shared many parts with other concurrent models in the Alfa Romeo range, but sold many fewer units during their production span.

The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle's distinctive creases were smoothed out, and there were significant changes to the trim details. The car's taillights were later used on the De Tomaso Longchamp.

The Alfa Romeo 2000 Berlina was produced by Alfa Romeo between 1971 and 1977. The engine was bored and stroked out to 1,962 cc. A different grill distinguishes 2000 from 1750. Also, external lights were different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750.[8] With two carburetors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS (97 kW; 130 hp). Top speed was 190 km/h (118 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. Gearbox was 5-speed manual (also 3-speed automatic on some versions).