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.

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

Event Number 140 Adam Marsden (Ilminster)

Registration Number BPC 11 Y (Guildford)

AUDI ALBUM

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

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

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

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

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

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

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

Registration Number H 65 EKL

AUDI SET

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

Coachwork by Zagato

n° 96 of 99

Chassis n° SCFAE22353K700096

Estimated : CHF 380.000 - 500.000

Unsold

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

Co-judges at California's Pebble Beach Concours d'Elegance in 2001, Dr Ulrich Bez, CEO of Aston Martin, and Andrea Zagato of the eponymous Italian design house, conceived the idea of an exclusive sports car recalling the beautiful DB4 GT Zagato, a mere 19 of which were made in the early 1960s. (Arguably the most desirable of post-war Aston Martins, the DB4 GT Zagato captured the imagination of enthusiasts like few cars before or since, a state of affairs that led to its resurrection in the late 1980s/early 1990s when a further six cars were sanctioned by the works). The model chosen as the basis for the two companies' new joint venture was the DB7 Vantage supercar.

Like its illustrious predecessor, the DB7 Zagato has a shortened wheelbase and only two seats, but unlike the DB4 GT Zagato, which was a lightweight 'homologation special' for competition use, its 21st Century equivalent was conceived as a luxury grand tourer. The DB7 Zagato was styled at the Italian carrozzeria's Turin base by Nori Harada, a pupil of the famous Ercole Spada, designer of the DB4 GT Zagato. Given the extent of Zagato's planned alterations, the car was based on the strengthened open-top bodyshell of the DB7 Volante. Bodies were despatched to Turin for shortening and altering to incorporate Zagato's trademark 'double bubble' roof before returning to Aston Martin's Bloxham factory for trimming and finishing. Sleek and muscular, the DB7 Zagato, with its referential grille, long bonnet, and truncated tail, marked a return to the styling that made the DB4 GT Zagato an all-time classic.

Shorter, lighter, and with its 6.0-litre V12 engine delivering a maximum output of 440bhp, 20bhp more than the standard DB7 Vantage, the Zagato offered superior performance. The suspension and brakes were upgraded also, while the interior - Spartan yet comfortable like that of the DB4 GT - boasts unique untreated leather upholstery, designed to wear and age around the owner.

In July 2002 the DB7 Zagato was unveiled to selected potential customers at an exclusive preview at Savile Row tailors, Gieves & Hawkes. Production was limited to only 99 units for delivery in 2003, thus guaranteeing their status as collectible classics of the future.

Number '96' of the 99 cars produced, this very late example was built in June 2003 and first registered in December of that year. A desirable manual transmission model, the Zagato was delivered new in February 2004 by Kroymans Aston Martin in Holland to Mr Mak Van Waay (see pre-order correspondence on file). In 2006 the Aston moved to Germany where it was registered by a Mr Berthold, and in 2012 found its way to Switzerland. The current owner bought the car to add to his distinguished Aston Martin collection. Used sparingly, this beautiful Zagato is untouched and remains highly original. Presented in excellent condition, this exclusive and exotic Aston Martin is offered with a Certificate of Conformity, Swiss registration papers, Abgas-Dokument, and its personalised DB7 Zagato book with badge ('DB7 Zagato, car 096 of 099').

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

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.

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

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 .

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.

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.

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

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.

Basis : Jaguar E-Type V12 Series 3 2+2 Coupé

Chassis n° UC1S73059BW

Estimated : CHF 170.000 - 220.000

Unsold

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

"What we've done is give an E-Type Jaguar the total functionality of an XKR. The Beacham E-Type is destined for the classic enthusiast who requires reliability along with modern technology and all mod cons, plus a serious fun factor." - Beacham Ltd.

One of the biggest names in the classic Jaguar world, Beacham first caught the motoring public's imagination back in the late 1980s when the company, based at Hawke's Bay in New Zealand's North Island, began offering its comprehensively restored, re-engineered and updated Jaguar Mark 2 saloons. Since then Dr Greg Beacham's company has expanded its activities to include restoration and upgrades for the Jaguar XK150, Aston Martin DB4, various Rolls-Royce and Bentley models and, of course, the immortal E-Type.

Automotive technology, though, does not stand still and today, more than half a century since the E-Type's launch, there is a growing market for improved versions of this iconic model combining its beautiful classic looks with modern performance, handling and comfort. Beacham's approach is to build the V8 engine, driver train and running gear of the Jaguar XKR sports car into an original E-Type bodyshell.

Firstly, it must be said that the Beacham E-type is very rapid, travelling from 0-60 mph in around six seconds. Plus, it features superb steering and handling because it has been re-engineered from the wheels up. Externally the Beacham looks very familiar, the only real give-aways for the sharp-eyed being the contemporary Jaguar mirrors and door handles; the air scoop under the front bumper; and the bigger tyres and chrome wire wheels. (The latter are genuine, and original, Jaguar factory options.) However, it is beneath the skin and inside the cabin where the most obvious changes are to be found.

The Beacham E-type is crammed full of technology: ABS brakes, traction control, anti-dive suspension geometry and more. Included is a full complement of comfort and safety systems: power-adjustable steering wheel and side mirrors, all with memory function; climate control and electric windows; SRS/airbag systems; and a power-operated convertible roof. In addition there is a premium sound system and GPS, all set into a bespoke polished wood-veneer dashboard. Trimmed in supple new leather, the modern seats have all the power controls from current Jaguars.

A new sub-frame was devised to house the XKR V8 engine and front suspension, and the integration of the mechanical components must be considered a remarkable engineering feat. Underneath, the car is a work of art. The stainless-steel exhaust system is of the highest order, and everywhere there is evidence of the closest attention to detail. But exchanging modern technology for old involves more than fabricating new engine mounts and re-routing exhaust systems. Combining the electronics of modern engines, transmissions, and systems such as airbags and ABS with existing electronics is a startling achievement for a small manufacturer.

Based on a US-market Series 3 V12 2+2 Coupé, the example offered here was completed in 2015 and first registered in the UK on 21st July of that year, since when it has had two owners. Finished in dark blue metallic with tan leather interior, this E-Type has automatic transmission and features power steering, air conditioning, electric folding roof, ABS, electrically operated seats and boot lid, removable hard top, electric windows, trip computer, CD player, and an alarm. Only 1,144 km have been covered from new and the car is presented in commensurately good condition.

Wiesmann GT MF5 (2012) Engine 4395cc V8 BMW twin scroll turbo Production 55

ENTRANT: Wiesmann GmbH

Introduced in 2009 as the most powerful Wiesmann model to date. The GT MF5 is a closed two-seater & two-seater roadster with production limited just 55 examples.

The chassis is a bonded and riveted aluminium monocoque. With a high quality glass fibre bodyshell.

The car is powered by a BMW twin-scroll twin turbocharged V8 engine of 4395 cc driving the rear wheels and rated at 547bhp mated to a six speed sports automatic gearbox with steering wheel paddle shifters.

The car has a 0-100kmph time of 3.9 seconds and a top speed of 193mph.

Priced from £ 189,500 in 2010.

Shot at The Goodwood Festival of Speed 30:06:2012 Ref: 87-497

Please do not forget to visit the Flag Counter on the link above to record a visit from your country.

s04.flagcounter.com/more/VIv

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For my video; youtu.be/FgL5LQqEZkk

An Annual event held in Vancouver's Van Dusen Botanical Garden,

Oakridge, Vancouver, British Columbia, Canada

The final Anglia model, the 105E, was introduced in 1959. Its American-influenced styling included a sweeping nose line, and on deluxe versions, a full-width slanted chrome grille in between prominent 'eye' headlamps. (Basic Anglias featured a narrower, painted grille. Its smoothly sloped line there looked more like a 1950s Studebaker (or even early Ford Thunderbird) than the more aggressive-looking late-'50s American Fords, possibly because its British designers used wind-tunnel testing and streamlining. Like late-'50s Lincolns and Mercurys and the Citroën Ami of France, the car sported a backward-slanted rear window (so that it would remain clear in rain, according to contemporary marketing claims). In fact, this look was imported from the 1958 Lincoln Continental, where it had been the accidental result of a design specification for an electrically opening (breezway) rear window. As well as being used, by Ford, on the Consul Classic, this look was also copied by Bond, Reliant and Invacar, for their three wheelers. The resulting flat roofline gave it excellent rear headroom. It had muted tailfins, much toned-down from its American counterparts. An estate car joined the saloon in the line-up in September 1961.

The new styling was matched by a new engine, something that the smaller Fords had been needing for some time—a 997 cc overhead-valve straight-4 with an oversquare cylinder bore, that became known by its "Kent" code name. Acceleration from rest was still sluggish (by the standards of today), but it was much improved from earlier cars. Also new for British Fords was a four-speed (manual) gearbox with synchromesh on the top three forward ratios: this was replaced by an all-synchromesh box in September 1962 (on 1198 powered cars). The notoriously feeble vacuum powered windscreen wiper set-up of earlier Anglias were replaced with (by now) more conventional windscreen wipers powered by their own electric motor. The Macpherson strut independent front suspension used on the 100E was retained.

In October 1962, twenty four year old twin brothers Tony and Michael Brookes and a group of friends took a private Anglia 105e fitted with the Ford £13 Performance Kit to Montlhery Autodrome near Paris and captured 6 International Class G World Records averaging 83.47 mph (134.33 km/h). These were 4,5,6 and 7 days and nights and 15,000, and 20,000 kilometres. (See also Ford Corsair GT) The Anglia's strength and durability meant that no repairs were required whatsoever other than tyre changes.

The car's commercial success has subsequently been overshadowed by the even greater sales achieved by the Cortina: in 1960, when 191,752 Anglias left Ford's Halewood[citation needed] plant in the 105E's first full production year, it set a new production-volume record for the Ford Motor Company[10]. The Anglia Super introduced in September 1962 for the 1963 model year shared the longer stroke 1198 cc version of the Ford Kent 997 cc engine of the newly introduced Ford Cortina. The Anglia Super was distinguished by its painted contrasting-coloured side stripe.

A new Anglia saloon tested by the British Motor magazine in 1959 had a top speed of 73.8 mph (118.8 km/h) and could accelerate from 0-60 mph (97 km/h) in 26.9 seconds. A fuel consumption of 41.2 miles per imperial gallon (6.86 L/100 km; 34.3 mpg-US) was recorded. The test car cost £610 including taxes of £180.

The old 100E Anglia became the new 100E Popular and the four-door Prefect bodyshell remained available as the new Ford Prefect (107E) which had all 105E running gear, including engine and brakes, while the 100E Escort and Squire remained available, unchanged. In 1961 the Escort and Squire were replaced by the 105E Anglia estate. Both cars are popular with hot rodders to this day, helped by the interchangeability of parts and the car's tuning potential. The 100E delivery van also gave way to a new vehicle based on the 105E. Identical to the Anglia 105E back to the B post, the rest of the vehicle was entirely new.

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

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)

Estimated : CHF 90.000 - 140.000

Sold for CHF 103.500 - € 94.288

The Bonmont Sale

Collectors' Motor Cars - Bonhams

Golf & Country Club de Bonmont

Chéserex

Switzerland - Suisse - Schweiz

September 2019

Legendary Texan racing driver Carroll Shelby's team had been campaigning Ford's Mustang 'pony car' with considerable success in North America, winning the SCCA's B-Production title three years running in the mid-1960s. Capitalising on his success, Shelby began manufacturing modified Mustangs, which were officially sanctioned and sold through selected Ford dealerships. Ford supplied Shelby with part-completed 'Sportsroof' (fastback) Mustangs, which were finished off at Shelby's plant in Los Angeles.

The first Shelby Mustang - the GT350 - arrived in 1965 powered by a modified version of Ford's 289ci (4.7-litre) small-block V8 producing 306bhp, with options of a 340-360bhp unit in competition trim or 400bhp supercharged. A four-speed Borg-Warner manual gearbox was the stock transmission on early Shelby Mustangs, though a heavy-duty, three-speed automatic soon became available as an option.

The running gear was appropriately up-rated to cope with the GT350's increased performance, incorporating the optional Kelsey-Hayes front disc brakes, stronger Ford Galaxie rear axle, Koni adjustable shock absorbers and alloy wheels. The first cars were supplied minus the rear seats, thereby qualifying the GT350 as a two-seat sports car! Outwardly there was little to distinguish Shelby's GT350 from the standard product apart from a pair of broad 'racing' stripes down the body centreline. On the open road there was, of course, no comparison.

When the factory introduced a 390ci 'big-block' V8 option on the Mustang for 1967, Shelby went one better, installing Ford's 428ci (7.0-litre) Cobra Jet V8 to create the GT500, one of the great, iconic muscle cars of the 1960s. Produced at the A O Smith Company's plant in Ionia, Michigan from 1968, the Shelby Mustang continued to be based on the stock version, receiving the latter's styling changes and mechanical improvements while retaining its own distinctive special features, until production ended in 1970.

One of the most famous of all Mustangs is that known as 'Eleanor', the Shelby GT500 that starred in the 1974 B-movie Gone in Sixty Seconds, which was remade in 2000 with Nicholas Cage starring as the car-thief central character. Indeed, such is the continuing level of interest in this type of car that production of the GT500 later resumed in the USA with Carroll Shelby's blessing, using recycled original Mustang bodyshells.

Restored in 2014 as an 'Eleanor' look-alike, this manual transmission GT500 currently displays a total of 3,775 kilometres on the odometer and is described by the private vendor as in generally excellent condition in most respects with good, slightly patinated, bodywork. Finished in grey with black leather interior, this imposing car is offered with restoration invoices and Swiss Carte Grise.

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 Citroën LN(A) was introduced in 1976 as a combination of the bodyshell of the Peugeot 104 Z Coupé and the air-cooled two-cylinder engine of the Citroën 2CV. Later models also had larger water-cooled engines. Production of the LN(A) ended in 1986. This one has a 652 cc engine with 35 PS.

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.

Ford Thames 300E (1954-61) Engine *2000cc

Registration Number YXP 555

FORD (UK) SET

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

Based on the Ford 100E cars the 300E was introduced in 1954 and it shared a bodyshell with the station wagon. Powered by a Ford 1172cc engine

*(i know it sys 2.0ltr above but that was taken from the DVLA record for this van YXP 555)

Initially produced only as a 5cwt (250kg) carrying capacity, the range was later expanded with the introduction of the 7cwt (350kg) Standard and Deluxe variants. Total production 196,885 = 139,267 5cwt, 10,056 7cwt Standard and 47,562 7cwt Deluxe.

This van carries the decals of AC Cars of Thames Ditton (home of AC) and may explain that odd sized engine.

Shot at the Silverstone Classic 25.07.2010 Ref 57-260

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

One of the earliest editions of the mighty Ford Escort, a car of humble roots that soon became an icon for so many reasons!

The Ford Escort was a small family car that was manufactured by Ford from 1968 to 2004. The Ford Escort name was also applied to several different small cars produced in North America by Ford between 1981 and 2003.The first use of the Escort name was for a reduced specification version of the Ford Squire, a 1950s estate car version of the Ford Anglia 100E, though this did not sell well by comparison to the other members of the 100E family.

The Mark I Ford Escort was introduced in the United Kingdom at the end of 1967, making its show début at Brussels Motor Show in January 1968, replacing the successful long running Anglia. The car was presented in continental Europe as a product of Ford's European operation. Escort production commenced at Halewood in England during the closing months of 1967, and for left hand drive markets during September 1968 at the Ford plant in Genk.

Initially the continental Escorts differed slightly from the UK built ones under the skin. The front suspension and steering gear were differently configured and the brakes were fitted with dual hydraulic circuits; also the wheels fitted on the Genk-built Escorts had wider rims. At the beginning of 1970, continental European production transferred to a new plant on the edge of Saarlouis, West Germany.

The Escort was a commercial success in several parts of western Europe, but nowhere more than in the UK, where the national best seller of the 1960s, BMC's Austin/Morris 1100 was beginning to show its age while Ford's own Cortina had grown, both in dimensions and in price, beyond the market niche at which it had originally been pitched. In June 1974, six years into the car's UK introduction, Ford announced the completion of the two millionth Ford Escort, a milestone hitherto unmatched by any Ford model outside the USA. It was also stated that 60% of the two million Escorts had been built in Britain. In West Germany cars were built at a slower rate of around 150,000 cars per year, slumping to 78,604 in 1974 which was the last year for the Escort Mark I.

Many of the German built Escorts were exported, notably to Benelux and Italy; from the West German domestic market perspective the car was cramped and uncomfortable when compared with the well-established and comparably priced Opel Kadett, and it was technically primitive when set against the successful imported Fiat 128 and Renault 12. Subsequent generations of the Escort made up some of the ground foregone by the original model, but in Europe's largest auto-market the Escort sales volumes always came in well behind those of the General Motors Kadett and its Astra successor.

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

Initially, the Escort was sold as a 2-door saloon (with circular front headlights and rubber flooring on the "De Luxe" model). The "Super" model featured rectangular headlamps, carpets, a cigar lighter and a water temperature gauge. A 2 door estate was introduced at the end of March 1968 which, with the back seat folded down, provided an impressive 40% increase in maximum load space over the old Anglia 105E estate, according to the manufacturer. The estate featured the same engine options as the saloon, but it also included a larger, 7 1⁄2-inch-diameter clutch, stiffer rear springs and in most configurations slightly larger brake drums or discs than the saloon. A panel van appeared in April 1968 and the 4-door saloon (a bodystyle the Anglia was never available in for UK market) in 1969.

Underneath the bonnet was the Kent Crossflow engine also used in the smallest capacity North American Ford Pinto. Diesel engines on small family cars were rare, and the Escort was no exception, initially featuring only petrol engines – in 1.1L, and 1.3L versions. A 940cc engine was also available in some export markets, but few were ever sold.

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

A higher performance version for rallies and racing was available, the Escort Twin Cam, built for Group 2 international rallying. It had an engine with a Lotus-made eight-valve twin camshaft head fitted to the 1.5L non-crossflow block, which had a bigger bore than usual to give a capacity of 1,557cc. This engine had originally been developed for the Lotus Elan. Production of the Twin Cam, which was originally produced at Halewood, was phased out as the Cosworth-engined RS1600 production began. The most famous edition of the Twin Cam was raced on behalf of Ford by Alan Mann Racing in the British Saloon Car Championship in 1968 & 1969, sporting a full Formula 2 Ford FVC 16-valve engine producing over 200hp. The Escort, driven by Australian driver Frank Gardner went on to comfortably win the 1968 Championship.

The Mark I Escorts became successful as a rally car, and they eventually went on to become one of the most successful rally cars of all time. The Ford works team was practically unbeatable in the late 1960s /early 70s, and arguably the Escort's greatest victory was in the 1970 London to Mexico World Cup Rally being driven by Finnish legend Hannu Mikkola. This gave rise to the Escort Mexico (1.6L Crossflow-engined) special edition road versions in honour of the rally car.

In addition to the Mexico, the RS1600 was developed with 1,601cc Cosworth BDA which used a Crossflow block with a 16-valve Cosworth cylinder head, named for Belt Drive A Series. Both the Mexico and RS1600 were built at Ford's Advanced Vehicle Operations facility located at the Aveley Plant in South Essex. As well as higher performance engines and sports suspension, these models featured strengthened bodyshells utilising seam welding in places of spot welding, making them more suitable for competition.

After updating the factory team cars with a larger 1701 cc Cosworth BDB engine in 1972 and then with fuel injected BDC, Ford also produced an RS2000 model as an alternative to the somewhat temperamental RS1600, featuring a 2.0L Pinto engine. This also clocked up some rally and racing victories; and pre-empted the hot hatch market as a desirable but affordable performance road car. Like the Mexico and RS1600, this car was produced at the Aveley plant.

This generation of the car eventually ended production in 1975, taking on a much more angular design for the next model year. The car would however continue to gain further fame in the hatchback war years of the 1980's, with the Ford Escort XR3i going head-to-head with the Volkswagen Golf GTi in the battle for the most powerful and greatest hot hatch. This would eventually evolve into what many consider the greatest European sporty Ford ever made, the RS Cosworth, a favourite amongst rally champions and yobbos everywhere!

1967 car restored with a New Heritage bodyshell and a 1950cc engine.

Legends car racing is a style of race car, designed primarily to promote exciting racing and to keep costs down. ( Approx £5,000 ) The bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s, powered by a Yamaha motorcycle engine. Legends cars are a "spec" series, meaning all cars are mechanically identical, with the exception of three styles of car (standard coupe, 34 coupe, and sedan)

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)

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

Bonhams : The Autumn Sale 2020

Estimated : € 25.000 - 35.000

Sold for € 20.700

Autoworld

www.autoworld.be

Brussels - Belgium

September 2020

One of the most important developments in the evolution of the V12-powered Jaguar XJ-S was the introduction of the HE (High Efficiency) engine in 1981. Incorporating new 'Fireball' cylinder heads, designed by Swiss engineer Michael May, this more fuel-efficient unit enabled the top-of-the-range XJ-S to meet tighter worldwide emissions legislation. Combined with a higher (2.88:1) final drive ratio, the result was an improvement in fuel consumption of up to 20% at some engine speeds, a figure of 27.1mpg being claimed at a constant 56mph and 22.5 at 75mph. It's worth noting that these figures applied to the automatic transmission version, which with a top speed of 155mph was world's the fastest 'slush pumper'.

Jaguar's first response to demands for an open XJ-S was somewhat conservative in engineering terms. The XJ-S had not been designed with an open version in mind, so a Targa-style arrangement was adopted, which retained a substantial roll hoop in the interests of maintaining rigidity in the absence of a fixed roof. Two removable roof panels were stored in the boot, and the cabriolet did away with the coupé's two occasional rear seats in favour of a pair of luggage lockers topped by a parcel shelf. Essentially an exercise in niche marketing to test public reaction, the XJ-S cabriolet was assembled by outside specialist contractors, with bodyshells transported back and forth across the Midlands before returning to the Brown's Lane factory prior to final despatch. The cabriolet's favourable reception demonstrated that there was indeed sufficient demand to justify production of an open XJ-S, and Jaguar proceeded to develop a conventional full convertible. In total, 3,925 V12 cabriolets were built compared with 16,649 convertibles.

An increasingly rare and sought after model, this automatic transmission XJ-S V12 cabriolet was delivered new in Belgium via Garage Vandenplas in Tervuren on 28th June 1988. The car's first owners lived in Brussels and it is believed to have had only three owners from new. Driven sparingly, this XJ-S has covered only 51,725 kilometres and is presented in excellent condition having been regularly maintained. The last (stamped) service was carried out at 44,092 kilometres by Garage Franco Britannic in Levallois Peret, France on 25th February 2004. Finished in green with black interior, this rare soft-top XJ-S is offered with sundry maintenance bills, French Carte Grise, and its stamped service booklet.

United Counties 712 is apparently the actual bus that was inspected and measured by Corgi in order to produce their model Bristol FS. It was inevitable that they would replicate it, but this didn't happen until October 2002, after four other liveries. The model is spoilt by Corgi's poor attempt at replicating the cream window rubbers by printing them on the glazing rather than the bodyshell, which was heavily criticised at the time and not repeated on any further releases. Incidentally, the owners of the real 712 would love to obtain the certificate numbered 712 for their model, so if you have it please get in touch.

56097 recently purchased by Progress Rail from a preservation group and based at GCR (N) moved here see with a class 6 bodyshell and bodyshell of 56009

Austin Allegro 1300SDL Mk2 (1976-80) Engines 1275cc. S4 Tr.

Registration Number ULJ 725 S

AUSTIN ALBUM

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

The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs.

The quartic wheel did not take off, and was dropped in 1974

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

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

.

Shot at Catton Hall 02.05.2010 Ref 53-27

Class 47/0 No.47295 approaches Ipswich yard running from Felixstowe on 18th December 2001 with a freightliner at 13:15.47295 was new as D1997 on 3rd June 1966 at 50A York and withdrawn in March 2002 and moved to Brush Traction,Loughborough for partial stripping on 27th January 2003.Whilst at Brush she was sold to the Brush Type 4 Fund in February 2003 and the bodyshell moved to MOD Ashchurch for secure storage,then on to Long Marston.Preservation did not happen and she was cut up at EMR Kingsbury in July 2011.

Standard 8 (Mod) (1953-56) Engine *803cc S4 OHC Production 136317

Registration Number PNX 189

STANDARD SET

www.flickr.com/photos/45676495@N05/sets/72157623722503183...

Introduced in 1953 the new Standard 8 and 10 were a completely new design with unit construction and an overhead-valve engine. It was offered only as a 4-door saloon. The new engine of 803 cc produced slightly less power than the outgoing larger sidevalve unit with 26 bhp but was increased in 1957 to 40bhp. The 4-speed gearbox, with synchromesh on the top three ratios, was available with optional overdrive from March 1957. Girling hydraulic drum brakes were fitted. To keep prices down, the car at launch was very basic with sliding windows, single windscreen wiper and no external boot lid. Access to the boot was by folding down the rear seat, which had the backrest divided in two. The 1954 De luxe got wind up windows and the Gold Star model of 1957 an opening boot lid. From mid-1955 all the Eights finally got wind up windows. At launch the car cost £481 including taxes on the home market

The Standard Ten of 1954 shared the bodyshell and running gear and would outlast the Eight by continuing until 1961.

The cars were sold as Standards utility models, and rivals for the Austin A30, Morris Minor.

This car has been modified with a 1200cc engine

Shot at the VSCC Spring Start, Silverstone 20-21 April 2013 REF:90C-943

66092 was moving very slowly and therefore an opportunity arose to shoot this meet with 158888 on a Salisbury - Romsey - Southampton - Romsey service. SouthWestTrains has a little group of class 158 Sprinters and all of the three-car class 159 fleet for a few not-electrified routes and services (and the Lymington branch on weekdays) and they are painted in their attractive white-orange-red livery. It surely makes up for the not so attractive class 158/159 bodyshell.

Subaru Impreza WRC

Porsche 993 Carrera Auto (1993-98) Engine 3600cc Flat 6

Registration Number N 3 GOV

PORSCHE SET

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

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

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

Shot at Donington Historic Festival, 6th May 2012 Ref: 84-406

The Network Rail Track Recording Unit 950001 is seen heading through Avoncliff with the 2Q08 08:06 Bristol High Level Siding to Reading Triangle Sidings working. This unit was purpose built using a bodyshell from the class 150/1 production line. 23/02/18.

Even if Class 47s were the most common traction to Great Yarmouth on summer Saturdays, many livery variations provided plenty of interest. 47445 displays the Railfreight Distribution colours usually seen on 'nb' 47s. Despite having electric train heading, it was allocated to the Crewe freight pool at the time, and had been painted by Procor as an exercise before the Class 60 bodyshells were completed. Note the "leaping cat" Crewe depot plaques, but the absence of RfD repeater branding by the cab doors.

The attractive Brush Type 4 is pictured in Norwich before working 1M45 1612 Great Yarmouth to Liverpool Lime Street. 47526 had worked from Yarmouth to Norwich.

Chris Boon Collection, photographer unknown

The Lancia Fulvia (Tipo 818) is an Italian car introduced at the Geneva Motor Show in 1963 by Lancia and produced until 1976. Fulvias are notable for their role in motorsport history, including winning the International Rally Championship in 1972. On testing it in 1967, Road & Track summed up the Fulvia as "a precision motorcar, an engineering tour de force". Named after Via Fulvia, Roman road leading from Tortona to Torino.

The Fulvia was available in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan.

Specifications:

Chassis

The Fulvia Berlina was designed by Antonio Fessia, to replace the Lancia Appia with which it shared almost no components. The Appia was a rear wheel drive car, however, while the Fulvia moved to front wheel drive like the Flavia. The general engineering design of the Fulvia was identical to that of the Flavia with the major exception of the engine, the Flavia having a four-cylinder horizontally opposed engine and the Fulvia a 'Narrow Angle' vee configuration as featured on most production Lancias from the Lambda. The Fulvia used a longitudinal engine mounted in front of its transaxle. An independent suspension in front used wishbones and a single leaf spring, while a beam axle with a panhard rod and leaf springs was used in back. Four wheel Dunlop disc brakes were fitted to first series Fulvias. With the introduction of the second series in 1970 the brakes were uprated with larger Girling calipers all round and a brake servo. The handbrake design was also changed - using separate drums and brake-shoes operating on the rear wheels.

Engine

The V4 engine of a 1972 Fulvia Berlina

One element that was new was the narrow-angle V4 engine. Designed by Zaccone Mina, it used a narrow angle (12°53'28") and was mounted well forward at a 45° angle. The engine is a DOHC design with a one camshaft operating all intake valves and another operating all exhaust valves. The very narrow angle of the cylinders allowed for use of a single cylinder head.

Displacement began at just 1091 cc with 58 bhp (44 kW) with a 72 mm bore and 67 mm stroke. A higher (9.0:1) compression ratio and the fitment of twin Solex carburettors raised power to 71 bhp (53 kW) soon after.

The engine was bored to 6 mm to enlarge displacement to 1216 cc for the HF model. This, and some tuning, raised output to 80 to 88 bhp (60 to 66 kW).

The engine was re-engineered with a slightly narrower bank angle (12°45'28") and longer (69.7 mm) stroke for 1967. Three displacements were produced: 1199 cc (74 mm bore), 1231 cc (75 mm bore), and 1298 cc (77 mm bore). The new 1298 cc engine was produced in two versions; the type 818.302 produced 87 bhp (65 kW) at 6000 rpm and was fitted to 1st series Coupés, Sports and Berlina GTE and later to the 2nd Series Berlina. The Type 818.303 was first produced with 92 hp (69 kW) and was fitted to the 1st series Coupé Rallye S and Sport S. For the 2nd Series Coupé and Sport power was slightly reduced to 90 hp (67 kW) at 6000 rpm.

The engine was completely reworked for the new 1.6 HF with an even-narrower angle (11°20' now) and longer 75 mm stroke combined with a bore of 82 mm gave it a displacement of 1584 cc, and power ranged from 115 to 132 bhp (85 to 98 kW) depending on tune.

Coupé 1.3 S Montecarlo: 1972–73.

Special edition based on the 1.3 S, commemorating Lancia's victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to but different from the 1.6 HF bodyshell. Other accouterments included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted.

[Text from Wikipedia]

en.wikipedia.org/wiki/Lancia_Fulvia

This Lego miniland-scale Lancia Fulvia Coupe 1.3 S Monte Carlo - has been created for Flickr LUGNuts' 106th Build Challenge, titled - 'Exclusive Edition!' - a challenge for vehicles made in a 'special edition' - for whatever reason.

TVR Tuscan V6 (1969-71) Engine 2994cc V6 Ford Essex Production 101

Registration Number TGW 125 L (London)

TVR ALBUM

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

The TVR Tuscan was introduced in 1967 as the Tuscan V8 (4727cc and 4942cc) and V6 (2994cc) forms, and was the second TVR introduced during the Martin Lilley era,

The V8 was introduced in 1967 powered by a 4727cc V8 Ford Windsor engine similar to that of the Ford Mustang with 271bhp, and a top speed of 155mph. The V8 was redesigned in 1970 as wide body Tuscan V8 (LWB SE) featured a restyled body shell that gave a preview to the upcoming M-series body style. The widebody Tuscan was powered by the larger 302 cu in (4,942 cc) version of the small block Ford V8, with a total of only 10 cars produced. Most of the Tuscan V8s were sold in the United States, with only the occasional vehicle being built with right-hand drive for the home market.

The V6 was launched in mid 1969, to provide a mid range performance car. Powered by a Ford Essex V6 engine of 2994cc (with 138bhp) as used in the Ford Zodiac and Ford Capri 3 litre. The V6 had front disc and rear drum brakes rather than the all round discs of the V8 cars, and used the same narrow bodyshell and chassis as the four-cylinder Vixens. Though it did, , receive the same Salisbury differential as the Tuscan V8 The V6 was not exported to the US due to the Essex engine not meeting US emission requirements, therefore most of the 101 cars produced were RHD for the home market.

Diolch am 86,176,587 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 86,176,587 amazing views, every one is greatly 7appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-340

Ref. 26-1611.

Audi 80 GL (1972-1976).

Escala 1/43.

Testauftrag >S<.

Schuco.

Made in Germany.

Production year: 1976.

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

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

(original text in german language)

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

AUDI 80 (B1)

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

It quickly became the bestseller in the lower middle class.

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

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

Engine: 4-cylinder inline engine

Displacement: 1,297 cc to 1,588 cc

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

Series: 07/1972-09/1978

Production: 932,403 cars (without US models)

Source:

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

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

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

Audi 80 (B1) (1972-1978)

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

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

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

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

(...)

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

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

(...)

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

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

(...)

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

(...)

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

Audi 80 B1 (80/82)

Also called

Audi Fox

Production

1972–1978

1,103,766 built

Body style

2/4-door sedan

5-door wagon

Layout

Front-engine, front-wheel-drive

Platform

Volkswagen Group B1 platform

Engine

1.3 L I4

1.5 L I4

1.6 L I4

Transmission

4-speed manual

3-speed automatic

Dimensions

Wheelbase

2,470 mm (97.2 in)

Length

4,175 mm (164.4 in)

Width

1,600 mm (63.0 in)

Height

1,362 mm (53.6 in)

Chronology

Predecessor

Audi 72

Successor

Audi 80 (B2)

Source: en.wikipedia.org/wiki/Audi_80

More info:

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

Engine: 112hp, Peugeot-Citroën "DV6 Monde"1.6 TurboDiesel from late 407 & C5, Ford Mondeo, Volvo S40/ V50

Fibreglass bodyshell

Madagascar, Indian Ocean

Renault 5GTS (1985) Engine 1397cc S4

Registration Number C 83 YNE

RENAULT SET

www.flickr.com/photos/45676495@N05/sets/72157623690632985...</a

The second gereration of the Renault appeared in 1985, designed by Marcello Gandini. with a new chassis and bodyshell.

The new body was wider and longer featuring 20 percent more glass area and more interior space, and with a reduced drag coefficient, The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts. Upon launch it had engines of 956cc for the entry level TC, 1108cc for the TL and 1108cc in the GTL, Automatic, TS and TSE. with differing power ratings.

The GTL with 59bhp

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Jensen SP (1971-73) Engine 440cu (7212cc) Chrysler V8 Production 105

Registration Number OXE 111 L

JENSEN SET

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

Based on the Jensen Interceptor,

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 SP (six pack) was powered by the larger 7212cc Chrysler V8 OHC, shared with the Interceptor III but with 3x2 barrel carburettors and with 390bhp, identified by its louvered bonnet panel

The SP has the distinction of being the most powerful car ever made by Jensen.

Shot taken 10.06.2012 at the Bromley Pagaent of Motoring REF 85-199

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.

Audi TT Coupe (1st Gen Facelift) (1998-06) Engine 1761cc S4 20v Turbo

Registration Number DE 54 SYJ (Chester)

AUDI SET

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

The Audi TT is a 2-door production sports car made by Audi since 1998, and currently in its fourth generation. For each of its three generations, the TT has been available as a 2+2 coupé and as a two-seater roadster employing consecutive generations of the Volkswagen Group A platform, starting with the A4 (PQ34). As a result of this platform-sharing, the Audi TT has identical powertrain and suspension layouts as its related platform-mates; including a front-mounted transversely oriented engine, front-wheel drive or quattro four-wheel drive system, and fully independent front suspension using MacPherson struts. The first two generations were assembled by the Audi subsidiary Audi Hungaria Motor Kft. in Győr, Hungary, using bodyshells manufactured and painted at Audi's Ingolstadt plant

The first generation was designed by Peter Schreyer, and Walter de'Silva and was launched as a coupé in September 1998, followed by a roadster in August 1999.n the Volkswagen Group A4 (PQ34) platform which it shared with the Volkswagen Golf Mk.4, Audi A3 (Mk.1) and the Skoda Octavia. It was first available with a 1.8-litre inline four-cylinder 20-valve turbocharged engine in two states of tune with outputs of 178 and 222hp The original four-cylinder engine range was complemented with a 3,189 cc (3.2 L; 194.6 cu in) VR6 engine of 247hp

Thankyou for a massive 54,622,883 views

Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-066