View allAll Photos Tagged Bodyshell
Ford Cortina Mk.V (1979-82) Engine 2294cc Cologne V6
Registration Number DGJ 696 X (London SW)
FORD UK SET www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.
Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.
The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.
Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).
Many thanks for a Marmalising
51,245,743 views
Shot 01.05.2016 Shot at Catton Hall, nr. Weston on Trent Derbs. REF 116-064
Armstrong Siddeley Sapphire 236 (1956-58) Engine 2309 S6 OHV 85bhp
Production 693 (plus 803 234s)
Registration Number 171 APK (Surrey)
ARMSTRONG SIDDELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623635543067...
The Armstrong Siddeley Sapphire is a large executive car produced from 1952 to 1960.
The Sapphire 234 and 236, are identical looking cars introduced in 1955, the 234 with a four cylinder 2290cc engine being slightly the more numerous with 803 examples produced to 1958. The 236 is powered by a 2309cc straight six engine, produced until 1957 with a total of 603 cars built.
The four cylinder 234 and the six cylinder 236 were introduced in 1955,, as executive Sports Saloons sharing the same bodyshell. The 236 has the old Whitley long stroke six cylinder engine. A conventional manual gearbox was available but many were fitted with a Lockheed Manumatic clutchless transmission. Overdrive was an option on either transmission This car with an 85 mph maximum was intended to be a quiet, flexible, easy-to-drive saloon and quite a rarity with only 603 produced
Diolch am 92,323,964 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,323,964 amazing views, every one is greatly appreciated.
Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-034
Mini 850 Mk.III (1969-76) Engine 848cc S4 Tr OHV
Registration Number JMA 493 J (Cheshire)
MINI (BL) ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623797597842...
The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows—although some Australian-manufactured Mark I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from Hydrolastic to rubber cones
Production at the Cowley plant was ended in 1969, and the simple name Mini completely replaced the separate Austin and Morris brands. In April 1974, a heater became standard equipment on the entry-level Mini 850, as well, having by then already been included in the standard specification of the other models for some time
Diolch am 93,295,886 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 93,295,886 amazing views, every one is greatly appreciated.
Shot 24.04.2022 at the Sandbach Festival of Transport 159-077
Jensen Interceptor III (1971-73) Engine *440cu (7212cc) (this car is powered by a Chrysler 6276cc engine of the Interceptor II)
Production 3419
Registration Number PUA 216 L (Leeds)
JENSEN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Diolch yn fawr am 73,301,101 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 73,301,101 amazing views, enjoy and stay safe
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-344
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number JVG 813 M (Norwich)
JENSEN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Diolch am 95,165,444 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 95,165,444 amazing views, every one is greatly appreciated
Shot 03.07.2022, at Cars in the Park, Lichfield, Staffordshire REF 161-092
Track Recording Unit , No. 950001 working the 2Q08
Darlington Up Sidings - Doncaster West Yard seen at
South Hylton Station.
The British Rail Class 950 is a diesel multiple unit that was purpose-built by British Rail Engineering Limited's Holgate Road carriage works for the British Rail Research Division for use as a track assessment unit. It is currently operated by Network Rail.
It was built in 1987 using the same bodyshell as the Class 150/1 Sprinters.It was originally classified as a Class 150, but was reclassified into the departmental series. As part of the privatisation of British Rail, it passed to Railtrack in 1994 and then Network Rail in 2002. The unit is formed of two driving motor vehicles. Individual carriages numbered as follows:
DM: 999600-999601
The unit is currently painted in a plain overall yellow livery with Network Rail branding. It mostly works on branch lines, where the track quality is not good enough for larger and heavier track assessment stock. It is able to operate over most railway lines around Great Britain. The unit is based at the Railway Technical Centre in Derby
Riding transporter bogies of varying heights five new HST power cars are under construction. Almost 40 years later some of the first GWR examples may be going for scrap shortly.
Brand new and on test from Doncaster works where it was built 56032 heads west through Shireoaks with a test train of air braked bogie bolster steel wagons and Pullman Parlour First E330 which was used for housing staff working with the trials who could not be accommodated in the cab of the locomotive, 6th July 1977. E330 was from a batch of vehicles built by Metro-Cammell in 1960, based on the BR Mark I coach design and continued in service until early 1978. It was withdrawn due to the insulation material in the car being asbestos.
Locomotive History
In September 1974 British Rail ordered sixty new heavy freight locomotives designated class 56. The order was split with thirty locomotives to be built by Brush and thirty locomotives to be built by Doncaster works. The body design was derived from the Brush class 47 and was of the load bearing monocoque type. The engine (GEC 16RK3CT) was of English Electric heritage and an uprated version to that fitted to the class 50. Although the engine was rated at 3520bhp in the class 56 it was derated to 3250bhp. The electrical equipment was derived from the Brush prototype locomotive HS4000 Kestrel and consisted of a Brush BA1101A 3-phase ac alternator driving six TM73-62 series wound, axle hung nose suspended traction motors. The bogies (designated CP2) were a Swiss design. Although ordered in September 1974 the first of the Doncaster works batch did not start physical construction until July 1976 when the fabricated bodyshells of the first two (56031/32) started to appear. Progress was slow due to shortage of labour and late delivery of components and 56031 eventually entered traffic on the 13th May 1977. As can be seen it was almost another two months before 56032 was ready and following this test run 56032 was released from Doncaster works on the 20th July 1977 and allocated to Toton MPD. After over twenty six years service 56032 was stored in January 2004 after suffering a serious oil leak. However in 2005 it was selected for overseas service in France with Fertis and repaired, repainted and dispatched to France for engineering train duties in May 2005. It returned from France at the end of October 2006 and was stored at Old Oak Common until moved up to Crewe Diesel Depot for further storage in May 2009, where it currently (April 2011) can be found.
Praktica LTL, Kodachrome 64
One of 20 Class 745 12-car 'FLIRT' EMUs entering service in the UK for Greater Anglia, 745007 awaits departure from Colchester P2 with 1P38, the 1500 fast intercity service from London Liverpool Street to Norwich.
The 745s have bodyshells manufactured in Szolnok, Hungary, while the final train is assembled in Bussnang, Switzerland.
One of the stylish Derby built Class 310 (AM10) four-car EMU's, 059, was stabled under the former LNWR overall roof at Rugby on May 17th 1981. The fleet of 50 slam-door 310's were a familiar sight on the southern end of the WCML from their introduction in 1965. The class was the first to utilise the BR Mk.2 carriage bodyshell in their construction.
Ford Cortina Mk.V 2.0S (1979-82) Engine 1998cc Pinto TL20 S4
Registration Number HOJ 338 W (Birmingham)
FORD UK SET www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.
Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.
The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.
Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).
S package
The replacement for the previous Mark IV S models was an S package of optional extras, which was available as an upgrade on most Mark V models from L trim level upwards. For the final model year of 1982, this consisted of front and rear bumper overriders, sports driving lamps, an S badge on the boot, tachometer, four-spoke steering wheel, revised suspension settings, front gas shock absorbers, Sports gear-lever knob, Sports road wheels, and fishnet Recaro sports seats (optional). Various "special editions" were announced, including the Calypso and Carousel.
Diolch am 83,661,804 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 83,661,804 amazing views, every one is greatly appreciated.
Shot 25.07.2021 at Beaumanor Hall, Woodhouse, Leic. 148-076
Singer Chamois (1964-70) Engine 875cc S4 OC
Registration Number KGT 991 D (London)
SINGER SET
www.flickr.com/photos/45676495@N05/sets/72157623722487129...
The Singer Chamois was introduced in October 1964 as an attempt to increase the Imps apeal with a more upmarket version the Chamois featured wider rimmed wheels, walnut veneer. external side trim, a wider choice of colours and metalic paint options along with a horizontal grille. Later (1969 on) cars have quad headlights.
In 1966 the Chamois was joined by the Chamois Sport with output increased from 39bhp to 55bhp by virtue of a twin carburettor sports engine version of the 875cc unit, and servo assisted brakes, the interiors featured reclining seats, quad headlamps from 1969 in line with the standard Chamois.
In 1967 the range was further expanded with the Chamois Coupe The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened
In 1969 the Chamois was updated with the addition of twin headlamps
Thankyou for a massive 57,985,057 views
Shot 23.04.2017 at the VSCC Formula Vintage Meeting, Silverstone REF 125-257
The Nightstar coaches were introduced in 1997, intended for international services from the UK, via the Channel Tunnel to European mainland destinations, such as Paris, Brussels and Cologne. These coaches were based around the BR Mark 4 bodyshell with a host of safety features for running in different countries.
There were ambitious plans to run services from the north, using Class 92s and from South Wales using Class 37/6 diesels with a Mk3 generator car.
The cost and complexity of the project along with the emergence of low-cost airlines killed the project and the coaches were sold to Canada in 2001.
Here they pass through Shortlands on a test run, in this sadly undated picture
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number KLL 920 N (London NW)
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Diolch yn fawr am 73,298,260 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 73,298,260 amazing views, enjoy and stay safe
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-343
A neat omen as to what I would be purchasing later the same day. I don't think I've seen this one around before.
It's a Mk3, which I think is a completely new bodyshell despite the ostensibly similar looks (compare and contrast with the shot below).
Avante GT (1982-86) Engine 1500cc Alfa Romeo
Production under 50
Registration Never Registered
The Avante was a short lived Coupe (1982-86) it was an attempt at an exotic GT car based on a Volkswagen Beetle chassis, although a version with Golf GTi running gear was also tried. Designed in a simular style to the ageing Nova kit car, it is believed that fewer than 50 were sold. The Avante came with a quality fibreglass bodyshell, with integral spaceframe giving good rigidity and Volkswagen running gear though different engine fitments were possible such as the Alfa Romeo Boxer engine or Ford CVH
There was also a 2+2 version, which is physically bigger than the two seater GT, stylistically the two variants differ with the 2+2 having rear quarter light windows
Diolch am olygfa anhygoel, 65,043,131
oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 65,043,131 views
Shot 06.05.2018 at Catton Hall Car Show, Catton Hall, Walton on Trent, Derbyshire Ref 133-424
A mixed line-up of traction at EMD Longport; 56303, 56081 and 66048 are seen occupying the left-hand siding, with 08523, 69003 'The Railway Observer' & 69007 'Richard Trevithick' on the right.
10-04-2026
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 independantly 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
Diolch yn fawr am 73,075,223 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 73,075,223 amazing views, enjoy and stay safe
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-263
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25237 stands in Edinburgh Waverly at the head of a train of Mark I coaching stock, 28th March 1978.
Locomotive History
25237 was originally D7587, was built at Darlington works and entered traffic in March 1964, allocated to Toton. After the completion of the ten class 25 locomotives transferred from Derby works (D5223 - D5232) Darlington works set about its final order for twenty class 25's locomotives. These twenty locomotives (D7578 - D7597) featured internal changes from the previous order, GEC series 2 electrical control equipment and they would be later designated class 25/2, This batch of twenty locomotives were also fitted with a Stone Vapour L4610 steam heating boiler. Interestingly Darlington works continued to use the obsolete bodyshell design for these locomotives instead of the “cleaned up” version then being used by Derby works for the class 25/2 and 25/3 sub-classes. The next ten years were spent on the London midland Region with spells at most of the major Midlands and North West depots. In November 1974 its operational steam heating boiler made it of interest to the Scottish Region operating authorities and it was transferred to Haymarket. The next eight years were spent in Scotland either allocated to Haymarket or Eastfield until October 1982 when it transferred to Carlisle. In May 1983 it transferred to Crewe and survived being stored unserviceable at Toton during January 1984. It was finally withdrawn in June 1985 and was broken up during May 1986 at Doncaster works.
Re-edited 15th December 2019
Praktica LTL, Ektachrome 200
Austin Allegro 1500HL Mk3 (1979-82) Engines 1485cc S4 E Series.
Registration Number KGH 684 Y (London SE)
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.
Diolch yn fawr am 73,033,696 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 73,033,696 amazing views, enjoy and stay safe
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-247
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Thundersley Invacar model 70 (1948-76) Engine 493cc Steyr-puch
Registration Number TTW 906 R (Chelmsford)
(Thundersley) INVACAR ALBUM
www.flickr.com/photos/45676495@N05/albums/72157633397772115/
Developed by Bert Greeves in 1948 who adapted a motor cycle with the help of his paralysed cousin Derry Preston-Cobb, for Derry's use. Spotting a commercial opportunity for such a vehicle they formed Invacar Ltd. and approached the Government.
Constructed with an ice blue fibre glass bodyshell and chain drive, tens of thousands were produced. Developments included a wider track and extended wheelbase and use of Austin Mini wheels saw the Invacars right through to the end of the final DHSS contract in 1977. With more than 50 variants produced , apart from the Invacar a number of other similar vehicles were licensed by the Ministry of Health including AC Cars, Thundersley and Tippen.
From the 31st March 2003, they became illegal on British roads, The veteran vehicle could not stand up to modern day government regulations requiring approval under the Motorcycle Single Vehicle Approval Scheme as part of a standard set by the European Union.
All Invacars were owned by the Government and leased to their disabled keepers as part of their disability benefit. Their use had been in decline since the introduction of Motobility. But there were still around 200 in use in 2003 prior to the recall and scrapping scheme
Diolch am 87,257,958 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 87,257,958 amazing views, every one is greatly appreciated.
Shot 05.09.2021 at Himley Hall, Himley, Wolverhampton Ref. 121-185
Ford Cortina Mk.V 2.0GL (1979-82) Engine 1993cc Pinto TL20 S4
Registration Number MKX 28 V (Luton)
FORD UK ALBUM www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.
Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.
The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.
Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).
S package
The replacement for the previous Mark IV S models was an S package of optional extras, which was available as an upgrade on most Mark V models from L trim level upwards. For the final model year of 1982, this consisted of front and rear bumper overriders, sports driving lamps, an S badge on the boot, tachometer, four-spoke steering wheel, revised suspension settings, front gas shock absorbers, Sports gear-lever knob, Sports road wheels, and fishnet Recaro sports seats (optional). Various special editions were announced, including the Calypso and Carousel.
Diolch am 85,708,263 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 85,708,263 amazing views, every one is greatly appreciated.
Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-123
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number YBH 510 M (Buckinghamshire)
TRIUMPH ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.
Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) swing-spring layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Diolch am 92,072,818 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,072,818 amazing views, every one is greatly appreciated.
Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-368
Ford Sierra XR4i (1983-85) Engine 2792cc V6 OHV Production 27,400
Registration Number A 921 JRS (Aberdeen)
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
In 1983, the high-performance XR4i version was introduced. It utilised the same 2.8 L Cologne engine as used in the Ford Capri 2.8 Injection of that era and sported a restyled version of the 3-door Sierra bodyshell. Featuring a double rear spoiler and curious multi-pillared rear window
In 1985 the XR4i was replaced by the XR4x4, which was based on the five-door hatchback, had four-wheel drive and was powered by the same 2.8 L V6 engine but wasn't equipped with the bi-plane rear spoiler
Diolch am 75,699,898 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 75,699,898 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-430
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Ford Cortina Mk.V (1979-82) Engine 2294cc Cologne V6
Registration Number DGJ 696 X (London SW)
FORD UK SET www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.
Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.
The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.
Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).
Diolch am 74,633,164 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 74,633,164 amazing views, every one is greatly appreciated.
Shot 07.07.2019 at Cars in the Park, Beacon Park, Lichfield 143-041
By the autumn of 1969, the bodyshell of the first prototype Leyland National B701 had been built. It was built to the length of 11-metres and had two doorways. The body was painted in red oxide primer and before fitted out as a running prototype bus. The body was fitted with numerous strain gauges and was enclosed in a scaffolding frame. Sandbags were lowered onto the roof and the stain gauges measured how the body structure responded to the test weights, the result the body structure passed with flying colours.
B701 was fitted with running units, glazing and interior trim, which comprised of a few seats and a mass of electronic equipment to measure how the body structure coped with various tests which B701 would undergo. The livery used on B701 was gold with a darker gold skirt and a white roof, the livery was altered later. B701 used the original David Bache styling as seen on the wooden mockup, complete with recessed cove panels. Originally B701 used a small roof mounted pod but it was later changed to a larger pod.
B701 was registered XTC 351H to allow it to go overseas for testing. B701 would be subjected to brake and suspension testing, in 1970 B701 would spend eight weeks in Finland for extreme cold testing and then B701 would spend eight weeks in the heat of southern Spain. It was when B701 went to Spain that the livery was altered.
B701 would be used for the famous crash test K1A when it was impacted by remote control at 20mph into a 100 ton reinforced concrete block at the Transport Road Research Laboratory (TRRL) at Crowthorne on 25th October 1972. For this test B701 was painted into an allover yellow livery with black markings, it was also fitted with the production panels.
This official Leyland publicity photograph shows B701 undergoing suspension testing, note the crude entrance and exit doors, also note the script B701 behind the entrance doors. The new low profile 11/70 tubeless tyre developed by Goodyear can be seen clearly in this photograph. Later in its life B701 was fitted with sliding side window ventilation extra driving lights and Leyland National badges, certainly when B701 was in Spain it had these modifications fitted. In this view the recessed cove panels alleged for exterior illuminated advertising have been replaced with near to production cove panels.
B702 was the first drivable prototype due to the fact the body structure of B701 was under going static testing. B702 was a 11-metre bus and fitted with a naturally aspirated 500 engine. Most of the prototype B7 buses seem to change liveries along with modifications made to the exterior. All seven prototype B7 buses were built at Leyland South Works. Only B705 registered BTJ 857J was fully fitted out and used at the Earl's Court launch in 1970 and wore an attractive gold livery with a white roof.
The reason that the Leyland National used a roof mounted heating and ventilation system housed under the large pod was because it was near the engine and eliminated the need to have miles of pipes to feed floor mounted heaters. Sadly, warm air can only rise and not fall. To keep costs down, the production Leyland National only had one heater unit rather than the two used on the prototype buses.
Photograph credit: British Leyland Truck & Bus Division/Basil Hancock
Bibliography:-
Books: Leyland Bus Mk2 Doug Jack, Beyond Reality, Leyland Bus the Twilight Years Doug Jack
Traction unit OPE1-397, built in 1987, moves down the srawling spoil heaps of the Bogatyr' open cast coal mine, after tipping another load of stone. Ekibastuz, Pavlodar region, Kazakhstan. May the 12th 2024.
Nikkor ED 300mm 1:2.8
These are an early design of mine traction units, utilising both electric and diesel, an electro-diesel based on the VL11/80 bodyshell and constructed by the Rostov electric locomotive factory. Here, the diesel function is seldom if ever used, and the first wagon is a slave traction unit. One of the main problems of these units is the cab design, not suited to the work here where the driver must change ends when the locomotive changes direction, which is of course frequent. So the PE2 type was developed from this in Dnipropetrovsk'. But, all told, 417 of these attractive units were built from 1969 up to 2002, although from 1988 onwards only sixteen were produced!
Austin Allegro 1.3 HLS Mk3 (1979-82) Engines 1275cc. S4 Tr.
Registration Number SWK 701 W (Coventry)
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.
Diolch am 97,128,814 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 97,128,814 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-021
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, thanks to an aluminium bodyshell, and was larger car than the 400 seating 5 passengers in comfort. The body was built using a 'Superleggra' 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, while the surrounds were chromed.
A few early chassis were sent to Touring of Milan as developement excercises for the 401.
This 1948 Bristol 401 Touring Superleggra Saloon, UMC 315, was at Vintage Prescott on 3rd August 2024.
Subject Description: Like the Union Pacific version, this image has been prepared with a fair slice of artistic licence. I believe that English Electric considered modifying the Deltic prototype for demonstration in the USA but the necessary structural changes (presumably headstock and draw gear) would have been too costly. I could not envisage English Electric succeeding in the American market so decided to finish this version in the colours of Victorian Railways of Australia. It isn't necessarily intended to represent a Deltic, simply a mainline diesel with a Deltic-style bodyshell.
AI Notes: This is a Gemini AI composition based on a locomotive created in Photoshop. Unlike the Union Pacific and the second Victorian Railways versions, there were no problems with relative loading gauges. AI’s choice of ‘Melbourne’ for the station nameboard is curious (03-May-26).
All rights reserved. For the avoidance of doubt, this means that it would be an offence punishable by law to post this image on Facebook or elsewhere (please post a link instead). Follow the link below for an explanation of the terms used to describe my images:
www.flickr.com/photos/northernblue109/6046035749/in/set-7...
For 1959, Pontiac dropped the name "Chieftain" and "Super Chief" models for its junior-level series and renamed it "Catalina", while demoting the former top-line Star Chief to intermediate status eliminating the two door Star Chief Catalina, the only hardtop for the Star Chief was the four door hardtop and expanding the Bonneville nameplate to a senior series that included sedans, coupes, convertibles and Safari station wagons.[1]
In the lower-priced Catalina line, Pontiac division advertising placed higher emphasis on the top trimmed two- and four-door hardtops, convertible and Safari station wagons instead of the pillared two- and four-door sedan variants despite the fact that the four-door sedan was the best seller in this line.[1]
The Catalina, though it was the lowest-priced full-sized Pontiac, was priced and trimmed below the Chevrolet Impala due to GM's overlapping price structure formula only a step below the Buick LeSabre and Oldsmobile 88 in trim and appointments but priced about $100 to $200 less. Catalinas also came standard with more amenities than Chevrolet models and included a larger and more powerful V8 engine of 389 cubic inches, compared to the Chevy's six-cylinder or 283 and 348 cubic-inch V8s. Pontiacs also benefited from a much better automatic transmission than their Chevrolet counterparts - the four-speed Hydra-Matic - versus the Chevy's two-speed Powerglide.[1]
Though the basic Catalina started out with a full rubber mat, it could be ordered with full carpeting, glovebox and trunk lights; dual front ashtrays, cigar lighter, glove compartment snack bar (two cup indents on the glovebox door that could be opened for use at drive-in restaurants) were standard, heater-defroster and a choice of cloth and Morrokide vinyl upholstery or expanded Morrokide (all-vinyl trim) optional. Pontiac buyers could add even more trimmings for a few dollars more by ordering the "decor group" which added full wheel covers, deluxe steering wheel, chrome pedal trim plates and more. Also offered from 1962 to 1970 on most Catalina models was the Ventura custom interior (which was a separate model from 1960 to 1961), which included the interior and exterior upgrades offered with the extra-cost decor group option plus a slightly more luxurious interior of cloth or Morrokide trims similar to the costlier Pontiac Star Chief or Executive depending on the year.
The 1959 Pontiacs featured a "split grille", which came about by accident when the styling studio was exploring grille design. Experimentally, a design for a conventional, full width, oval grille, containing horizontal quad headlights, was cut in two and the halves transposed. With the lights remaining at the extremities, this gave the split center, open ended look of the '59 Catalina. Along with the wider body came a 5" wider chassis in which the wheels were moved out towards the fenders. This not only improved the appearance of the car but led to improvements in ride and handling - spawning the term "wide track" ride and handling which Pontiac would use in its promotional efforts for many years to come.
All Pontiacs were powered by various renditions of the new 389 cubic-inch Tempest V8 (which was later renamed from 1961 as the Trophy V-8), which was basically a version of the previous 370 cubic-inch V8 with stroke increased to 3.75 inches (the 370ci was used in 1958-model Pontiacs and based on the Pontiac V8 design introduced in 1955). Catalinas came standard with a 235 horsepower (175 kW) version of the 389 with two-barrel carburetor and 8.6 to 1 compression mated to the three-speed manual transmission. When the optional four-speed Hydramatic transmission was ordered, the standard engine was 280 horsepower (210 kW) version of the same engine with higher 10.5 to 1 compression ratio. Available as a no-cost option with the Hydramatic transmission was the 215-horsepower 389 (dubbed the Economy V8) with 8.6 to 1 compression ratio which burned cheaper regular gasoline, instead of the premium and super-premium fuels required for the high-compression engines, and capable of achieving more than 20 MPG on the highway. Optionally available at extra cost were higher-power versions of the 389 V8 with four-barrel carburetion rated at 283 horsepower (211 kW) with manual gearbox or 303 hp with Hydramatic, a 4-barrel carburetor version with a horsepower rating of 318 hp, or "Tri-Power" options with triple two-barrel carburetors and 330 hp or 345 hp (257 kW).[1]
For 1960, Catalina and other Pontiacs received a minor facelifting of the '59 bodyshell with a new full-width horizontal bar grille similar to the 1930s Cord 810/812 replacing 1959's split grille (for this year only-the split grille returned in 1961) and round taillights. Bodystyles and drivetrain offerings were unchanged from 1959. New to the option list was a "Sportable Transistor" radio that could be used in the car in place of the regular "in-dash" radio or removed from the car for use as a portable with battery power, and the upgraded trim package as a two-door or four door hardtop called the Pontiac Ventura.[1] Also new for 1960 were the optional "Al-Fin" eight lug-nut aluminum wheels with integral brake drums that not only enhanced the car's looks but also provided improved stopping power. Another popular option for performance enthusiasts was the "Safe-T-Track" limited slip differential. In the suspension department the front track was increased from the 59's 63+7⁄8 in (1,620 mm) to 64 in (1,600 mm). In the engine compartment the so-called "gusher type" cooling system (with cooling liquid entering the engine over the exhaust valves, reverse of what is more normally done) was replaced by the so-called "Equa-flow" type (with conventional V-8 cooling configuration). Turn signals were standard, while the A/C was $430 and padded dash was $19. Wikipedia
Catalinas and other 1959 Pontiacs were completely restyled on a new General Motors B-body that was shared by all GM divisions from Chevrolet to Cadillac, replacing the previous A-body utilized for Pontiacs and Chevrolets that was used only for 1958. Twin tailfins, two on each side, were new and only in 1959.[6] Styling highlights include thin-pillar rooflines and greater use of glass for increased visibility. Pillared four-door sedans feature six-window styling, while two-door hardtops were dubbed "bubbletops" due to the large wraparound bubble windshield and thin c-pillar and large rear window; four-door hardtops featured flat-blade rooflines with an overhang past the rear window. Wheelbases were 122" for Catalina and 124" for Star Chief and Bonneville inches, but overall length on Catalina was 7" shorter than Bonneville and Star Chief at 213.7 inches (5,430 mm).
The Maserati Merak (Tipo AM122) is a mid-engined 2+2 sports car produced by Maserati between 1972 and 1983.
The Merak was closely related to the Maserati Bora, sharing part of its structure and body panels, but was powered by a 3.0 L V6 in place of the latter's 4.7 L V8. The extra cabin space gained by fitting a smaller and compact powertrain was used to carve out a second row of seats - suitable for children or very small adults - making the Merak not just a less expensive alternative to the Bora but also a 2+2.
The Maserati Merak was introduced at the 1972 Paris Auto Show, over a year after the Bora. The Merak and the Bora share the front part of bodyshell up to the doors. The front ends are differenced mainly by the use of dual chrome bumpers in place of twin trapezoidal grilles, but the similarities end at the B-pillar. Giorgetto Giugiaro at Italdesign was commissioned the transformation of his last work the Bora into the Merak. Unlike its bigger sister the Merak doesn't have a true, fully glassed fastback, but rather a cabin ending abruptly with a vertical rear window and a flat, horizontal engine bonnet pierced by four series of ventilation slats. Giugiaro completed the vehicle's silhouette by adding open flying buttresses, visually extending the roofline to the tail. The main competitors of the Merak were the similarly Italian, mid-engined, 3-litre and 2+2 Dino 308 GT4 and Lamborghini Urraco P250. However unlike its transverse V8-engined rivals the Merak used a more compact V6, that could therefore be mounted longitudinally.
Having been designed during the Citroën ownership of Maserati (1968–1975) certain Citroën hydropneumatic systems were used in the Merak, as for the Bora. In specific the braking system and the clutch were both hydraulically assisted and operated, and the pop-up headlights hydraulically actuated. After 1976, when the French manufacturer gave up control of Maserati, the Citroën-derived parts were gradually replaced by more conventional systems. In 1977 Alejandro de Tomaso purchased Maserati and the Bora was discontinued after a production run of less than 600 cars, while the Merak remained on sale for six more years.
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number FTM 379 L (Luton)
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
Diolch am 78,020,379 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 78,020,379 amazing views, every one is greatly appreciated.
Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1289
.
Unusually I have no notes for this one, but it would have been early to mid 80s. A pair of rats and a gronk can bee seen stabled at Bletchley
An original series Mini rolling shell sits atop a welding frame outside a vehicle body shop in North Yorkshire, U.K. Note the side-mounted inline-four-cylinder engine still present. Judging by the sealed headlight holes, this car is probably getting prepped for dirt track stock car action, or “autograss” racing.
Northern 150272 stands in the platform at Salford Crescent working 2N58, 10:03 Manchester Victoria - Clitheroe, 13th March 2018. Salford Crescent is a relatively new station opening in 1987 as part of the Windsor link enhancements and I was involved at the time in some of the associated signalling works.
Unit History
150272 is one of the final batch of eighty five class 150 two-car units which were built at York in 1986/87 with front-end gangways. 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. 150272 was initially allocated to Cardiff however it is now allocated to Newton Heath and I first came across 150272 twenty eight years ago at Cardiff on the 19th April 1990.
Former NIR 80 Class diesel electric multiple unit driving trailer No. 749 at Downpatrick on the D&CDR on Saturday 3rd September 2022, where it is preserved.
The Class 80 units were built by BREL using the BR Mark 2b bodyshell and operated in Northern Ireland between 1974 and 2011. Powered by 560 hp English Electric 4SRKT diesel engines, these trains ran in several different configurations during their service life with NIR (2, 3, 4 or 6 cars per set, comprising power cars, trailers, and driving trailers).
Humber Sceptre 1 (1963-65) Engine *1592cc S4 OHV
Production 17,011
Registration Number 417 HNX (Warwickshire)
HUMBER ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
Humber variation on the Hillman Super Minx/Singer Vogue theme. With the Super Minx bodyshell but a unique roof, glass and upper/rear bodywork not shared with the Super Minx or the related Singer Vogue. Originally intended as a replacement for the Sunbeam Rapier but was launched as a Humber while a modified Rapier continued until 1967.. This resulted in the Sceptre being more sporty in character than traditional Humbers. The Sceptre was positioned at the top of the mid-range Rootes Group cars, above the Hillman Super Minx and Singer Vogue. It featured similar twin headlight styling to the Vogue and a more powerful 80 bhp, The high level of equipment included disc front brakes, overdrive, screen washers, reversing lamp, rev counter and a full range of instruments. Automatic transmission was made available later. Whilst the Super Minx and Vogue received revised six light styling in 1964, the Sceptre body continued unchanged until 1965 when it was replaced by the MK II.
Diolch am 83,728,538 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 83,728,538 amazing views, every one is greatly appreciated.
Shot 25.07.2021 at Beaumanor Hall, Woodhouse, Leic. 148-093
Other people's nice cars on the street - Triumph GT6 Mk3
The final major facelift for the GT6 came in 1970 in the form of the Mk III. This time the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end. Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout fitted to the Spitfire Mk IV. This was a modification of the swing axle rear suspension used on the Herald-derived models, with the transverse leaf spring mounted on a pivot, eliminating roll stiffness at the rear, and thus greatly reducing the jacking effect under cornering loads. To compensate for this loss of roll stiffness, a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. There was still a fairly comprehensive options list, but the knock-on wire wheels were no longer available. The unladen weight increased slightly to 2,030 lb (920 kg).
Engine power and torque for the Mk III was similar to the Mk II, but better aerodynamics led to a new top speed of 112 mph (180 km/h) and a 0–60 mph (0–97 km/h) time of 10.1 seconds. Performance was now comfortably ahead of the MGB GT, which reached about 105 mph (169 km/h) and 0–60 mph (0–97 km/h) in approximately 13 seconds. Fuel economy was also improved to 28 mpg‑imp (10 L/100 km; 23 mpg‑US). The last USA models performed relatively poorly, owing to the compression ratios being reduced to allow the use of lower octane unleaded gasoline.
The Mk III never sold in the numbers hoped for by Triumph, and was comprehensively beaten in the marketplace by the MGB. Triumph refused to release an official convertible version of the GT6 and, after poor sales, it was dropped from the Triumph range at the end of 1973, although a few cars were sold the following year.
The Futuristic design of the 1961 Ford Galaxie.
Please View On Black. Thanks!
Per wiki: " 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.
For 1961, the bodywork was redone again, although the underpinnings were the same as 1960. This time, the tailfins were almost gone; replacing them were two giant circular taillights at each rear corner. Performance was beginning to be a selling point, and 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. The latter was rated at 401 hp (298 kW), making even such a heavy car quite fast indeed. The 352 was downgraded in favor of the 390; it was equipped with a 2-barrel carburetor and single exhaust."
Despite entering traffic in August 1977, here we see the Romanian built loco less than four years old having a works overhaul.
The loco still survives and the bodyshell was utilised for conversion to 69003.
Sunday 3rd May 1981
On a damp Spring day, the doyen Class 312/2 EMU, 312201 was stabled in one of the bay platforms (No.6) under the former LNWR overall roof at Rugby on May 17th 1981. The small Class 312/2 subclass (312201-312204), were built at BREL York in 1976 for use in the West Midlands area, increasing capacity on the busy New Street to Birmingham International route. They used the BR Mk.2 bodyshell and were based on the stylish Class 310 units (093 is just visible alongside in this view), and the Class 312 fleet were the last slam door EMU's built for BR. The four Class 312/2's would eventually transfer to the Great Eastern to join the Class 312/0 & 312/1 fleets. They were withdrawn in 2003/4, well before they were 'life expired'.
Transport for Wales 150245 departs Pontypridd and heads up the Taff Valley working a late running 2M20, 09:56 Barry Island – Merthyr Tydfil, 10th April 2019.
Unit History
150245 is one of the final batch of 85 two-car class 150 units which were built in 1986/87 with front-end gangway connections and numbered in the range 150201-285. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150245 was initially allocated to Neville Hill and I first saw this unit at Sheffield on the 27th May 1988. This was followed by a number of years allocated to Norwich for East Anglia branch line duties. On the 1st April 2004, Anglia Railways became part of the new “One” franchise and the Norwich class 150 units were soon transferred away having been replaced by class 156 units cascaded from Central Trains, 150245 being transferred to Arriva Trains Wales.
1970 FIAT 500 L.
Anglia Car Auctions, King's Lynn -
"V5 Present
MoT Exempt
Chassis number: 2645584
"Finished in a very period shade of, we believe, Giallo Positano, this 500L (with the 'L' standing for 'Lusso' meaning 'Luxury') is described by the vendor as having a 'very solid bodyshell'. The sunroof has been rebuilt and new front brakes and wheel bearings have recently been fitted. The engine has been swapped for a spare unit, but the original one comes with the car, although it needs reconditioning. It was also noted during our test drive of the car that it jumped out of first gear.
"The vendor has owned the car, which was registered in December 1970 and currently shows 22,638 miles on its odometer, since he was at school and has worked on it gradually over several years. However, he does report that, at 6ft 3in tall, comfort can be a problem.
"The history folder includes the current V5C document showing four registered former keepers, plus some previous V5C documents. There's some assorted invoices from 2015 to 2021 (including the one for the new black mohair sunroof costing £90) and a collection of photos. The MoT certificates date from 2015 to 2018, with the last one expiring in June 2019. A workshop manual is also included."
Sold for £4968 (including premium) on an estimate of £3000 to £4000.
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 126
Registration Number PFE 836 P (Lincoln)
JENSEN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.
The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.
A convertible with powered soft top was introduced in 1974, mainly intended for the American market but also sold in Europe. Two hundred sixty-seven convertibles were made.
In the mid-1980s a new company, Jensen Cars Limited was create with the aim of relaunching the Interceptor. In 1986 their Series 4 Interceptor was launched as an updated version of the original Interceptor V8 as a low-volume hand-built and bespoke affair, with prices rising to around £ 70,000 though the body remained essentially the same as the last of the main production run of Series 3, the engine was a much smaller Chrysler-supplied 360 cubic inch (5.9 litre) which used more modern controls to reduce emissions with an output of around 250bhp. In addition, the interior was slightly re-designed with the addition of modern sports front seats as opposed to the armchair style of the earlier models, as well as a revised dashboard and electronics. The company owner sold the venture in 1990 to an engineering company believed to be in a stronger position to manufacture the car; this lasted until 1993 with approximately 36 cars built,. Development work commenced on a proposed Series 5 Interceptor before the company failed and liquidators were called in
Diolch am 92,689,980 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,689,980 amazing views, every one is greatly appreciated.
Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-229