During June 1988, 20025 and 20064 are captured coming off the Immingham lines and approaching Brocklesby Station. Note: 20064 has a "classic" retro green livery that is barely showing through the grime.

Class 20 20025 was one of the original batch of Class 20s built at the Robert Stephenson & Hawthorns works, Darlington, and entered service in November 1959, numbered D8025. It was renumbered to 20025 under TOPs in January 1973 but was later withdrawn for a time (from December 1982) until being reinstated in April 1983. At the time of this photo it was an Immingham engine and remained one until withdrawn in September 1991. After 3 years of storage at Frodingham (1991 to 1994), it was then moved to M.C. Metals, Springburn, Glasgow, where it was cut up during March 1995.

The rear loco is Class 20 20064, which was also built at the Robert Stephenson & Hawthorns works, Darlington. Entering service (as D8064) in June 1961, it was initially allocated to Sheffield Darnall, then moved to Tinsley in May 1964 and would remain there for over two decades. Renumbered to 20064 under TOPs in 1973, its next milestone was to be repainted (March 1987 at Tinsley) in BR classic green livery and named 'River Sheaf' after the Sheffield river. The black and silver name was located in the middle of the red sole bars but would disappear a few months later. 20064's sister Tinsley loco, 20030, was also painted the same and was named 'River Rother'. The pair went on to haul the Class 20 Locomotive Society 'Three to The Sea' Railtour (along with 20118) in May 1987.

By 1988, 20064 had been allocated to Immingham but had lost its red sole bars (painted green) and ran in the grimy condition seen here. It continued working for the next three years until withdrawn in September 1990. Officially it was scrapped in October 1991 (at M.C. Metals, Springburn, Glasgow), but the remains of its bodyshell were still visible nearly a year later among a pile of other scrapped Class 20 remains.

35mm Negative | Date: 20 June 1988 | © TJW: ROTWSI

Camera: Pentax MX | 35mm Negative

Austin Maxi 1500 (1969-81) Engine 1748cc S4 OC 95bhp

Production 450,000

Registration Number EEL 645 T (Bournemouth)

AUSTIN SET

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

The Austin Maxi is a medium-sized, 5-door hatchback family car produced by the Austin division of British Leyland between 1969 and 1981. The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group it was the last car designed by Sir Alec Issigonis and the first new model released under the British Leyland banner. The Maxi was launched in Oporto, Portugal, on 24 April 1969, in a blaze of publicity

Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission, a rare innovation among family cars of the day. Power came from a 1,485 cc (90.6 cu in), E-Series petrol engine which would later be used in other British Leyland products, such as the Austin Allegro. The 1750 and twin-carburettor 1750 HL models, added to the range in 1971, offered good performance by the standards of the era, with a top speed of 97 mph against 90mph with the smaller engine.

Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800, giving the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors). The Maxi featured a spacious interior, comfortable passenger accommodation, competitive prices and reasonable running costs One unusual feature of this car was that the rear seat back, as well as folding forward as in a conventional hatchback, also folded back. In combination with fully-reclining front seats, this gave satisfactory, if spartan, sleeping accommodation.

Towards the end of the Maxi's life, in 1980, a lightly revised model was marketed as the Maxi 2

The Maxi was replaced with the introduction of the Maestro which also replaced the smaller Allegro in August 1981

Diolch am 99,605,936 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 99,605,936 amazing views, every one is greatly appreciated.

Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-069

Cheetah Sportscar (1959-61) Engine 997cc Ford Kent S4 OHV

Registration Number 5037 UR (Hertfordshire)

In the 1950s and early 1960s many Ford Specials were built often using a fibreglass car body construction, usually these cars were powered by Ford Sidevalve 1172cc engines, though this one seems to have the later Ford 997cc OHV engine fitted. These cars would be built from bodyshells and kits supplied by any number small companies, by enthusiasts or for enthusiast by friends who wanted to build themselves a cheap sportscar. from the remains of a humble family saloon, which was usually a Ford Eight or Ten.

This attractive sports car is a Cheetah and in some ways the look of an early TVR and also a passing resemblance to the somewhat more prolific Tornado which is not surprising.

Cheetah was designed and built by former employees of Tornado Cars LTD, B.J. Millar, K.J. Hynder and J.G. Bound. Launched in 1959 the Cheetah chassis and body units could be bought separately for the price of £70 and £130 respectively. But as they were made to go together, and all surviving Cheetahs have matching units. Cheetah operated out of Woodmans Yard, High Street, Watford. the chassis is very similar to the Tornado chassis and were sold with the catchy sales phrase of "a frame of great rigidity and strength with the minimum of weight at low cost" which was not the experience of many of the builders. The body on the other hand is strong and well made. The body and chassis have an 8` wheelbase and came complete with floor, bulkhead, two occasional rear seats, Extras included a wrap round windscreen, hard top and fibreglass hub caps for Ford 17 inch wheels.

Information courtesy of this excellent site, covering most of the Ford specialist manufacturers

fordspecials.co.uk/cheetah.html

Diolch am 97,282,305 o olygfeydd anhygoel, mae pob un yn cael ei werthfawr706'n fawr.

Thanks for 97,282,305 amazing views, every one is greatly appreciated.

Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-126

Humber Hawk (1957-67) Engine 2267cc S4 OHV Production 15539 all series, (6813 series 1A)

Registration Number 1932 TR (Southampton)

HUMBER SET

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

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

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

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

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

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

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

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

Diolch am 75,788,866 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 75,788,866 amazing views, every one is greatly appreciated.

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-454

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

Hillman Avenger Tiger (1972-73) Engine 1498cc S4 OHV Production 600 approx

Registration Number ORW 422 M (Coventry)

HILLMAN ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623789458598...

Limited production version of the Hillman Avenger intended for racing and rallying

Standard specification includes twin Weber carburettor engine, and alloy wheels. Up to 110 mph in favourable conditions, formed the basis of a successful race/rally saloon. Homologated as a Group 1 race car, winning the RAC Championships. A few competition cars fitted with 1.8 and 2.0 litre engines

All Avenger Tigers were assembled by the Chrysler Competitions Centre and production figures are vague but around 200 of the initial Mark 1 seems likely. In October 1972, Chrysler unveiled the more "productionised" Mark 2 Tiger. The Avenger GL bodyshell with four round headlights was used. Mechanically identical to the earlier cars, the bonnet bulge was lost although the bonnet turned matt black, and there were changes to wheels and seats. These cars went on sale at £1,350. Production was around 400. Red (Wardance) was now available as well as yellow (Sundance), both with black detailing

Diolch am 100,058,557 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 100,058,557 amazing views, every one is greatly appreciated.

Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-274

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

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

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

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

56032 stored as part of the class 69 project a bodyshell for which is at the end of the line up

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

Ford Escort Mk.II RS1800 (1975-80) Engine 1840cc Cosworth BDE S4

Production 631,828 all models. (in the UK - over 2 million worldwide)

Registration Number UCP 382 R (Huddersfield)

FORD of BRITAIN SET

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

The Escort Mk.II was launched in 1975, redesigned with a more square shaped body on the existing Escort underside and running gear. Built in Britain at Halewood and a number of other countries. Unlike the first Escort (which was developed by Ford of Britain), the second generation was developed jointly between the UK and Ford of Germany. Codenamed "Brenda" during its development, The car used a revised underbody, which had been introduced as a running change during the last six months production of the Mark I. Rear suspension still sat on leaf springs

The "L" and "GL" models (2-door, 4-door, estate) were in the mainstream private sector, the "Sport", "RS Mexico", and "RS2000" in the performance market, the "Ghia" (2-door, 4-door) for a hitherto untapped small car luxury market, and "base / Popular" models for the bottom end.

A cosmetic update was given in 1978 with L models gaining the square headlights (previously exclusive to the GL and Ghia variants) and there was an upgrade in interior and exterior specification for some models. Underneath a wider front track was given.

In 1979 and 1980 three special edition Escorts were launched: the Linnet, Harrier and Goldcrest.

As with its predecessor, the Mark II had a successful rallying career. 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 (1,593 cc) OHC Pinto instead of the OHV. A "Sport" model was also produced using the 1.6 L Crossflow. A new model was released, the RS1800, which had a naturally aspirated 1,833 cc. The works rally cars were highly specialised machines. Bodyshells were heavily strengthened and characterised by the wide wheel arch extensions, and fitment of four large spotlights for night stages. The Mark II Escort continued its predecessor's run on the RAC Rally, winning every year from 1975 to 1979 and racing in a variety of other events around the world.

Diolch am 95,535,109 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 95,535,109 amazing views, every one is greatly appreciated.

Shot 10.07.2022, at Walsall Classic Car Show, Walsall Arboretum, Walsall REF 161-265

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

Triumph GT6 Mk.3 (1970-73) Engine 1998 cc S6 OHV Production 13,042

Registration Number TPF 145 M (Surrey)

TRIUMPH SET

www.flickr.com/photos/45676495@N05/sets/72157623847263736...

Introduced in 1966 the first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. The new body was a sleek fastback design with an opening rear hatch, In essence a two seater but with a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2 litre, tuned to develop 95 hp (71 kW) with a top speed pf 106mph

The Mk.II GT6 was launched in 1978 using a 104bhp version of the six cylinder engine, with optional overdrive as available on the Mk.1. Now fitted with lower wishbone independent rear suspension. The Mk.2 also got a new facia, better ventilation for both engine bay and cockpit and Rostyle wheels, though wires were a popular option. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform with new regulations necessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds Performance improved slightly to 107 mph

The third generation of 1970 was the GT6s last major facelift 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, and the deletion of the chrome stripes on top of the wings . 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 swing-spring; layout fitted to the Spitfire Mk IV. Engine output was similar to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph

Diolch am 99,383,108 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 99,383,108 amazing views, every one is greatly appreciated.

Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-423

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

.

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

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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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.

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

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.

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

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

Austin Maxi 1500 (1969-81) Engine 1748cc S4 OC 95bhp

Production 450,000

Registration Number SFC 140 X (Oxfordshire)

AUSTIN SET

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

The Austin Maxi is a medium-sized, 5-door hatchback family car produced by the Austin division of British Leyland between 1969 and 1981. The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group it was the last car designed by Sir Alec Issigonis and the first new model released under the British Leyland banner. The Maxi was launched in Oporto, Portugal, on 24 April 1969, in a blaze of publicity

Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission, a rare innovation among family cars of the day. Power came from a 1,485 cc (90.6 cu in), E-Series petrol engine which would later be used in other British Leyland products, such as the Austin Allegro. The 1750 and twin-carburettor 1750 HL models, added to the range in 1971, offered good performance by the standards of the era, with a top speed of 97 mph against 90mph with the smaller engine.

Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800, giving the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors). The Maxi featured a spacious interior, comfortable passenger accommodation, competitive prices and reasonable running costs One unusual feature of this car was that the rear seat back, as well as folding forward as in a conventional hatchback, also folded back. In combination with fully-reclining front seats, this gave satisfactory, if spartan, sleeping accommodation.

Towards the end of the Maxi's life, in 1980, a lightly revised model was marketed as the Maxi 2

The Maxi was replaced with the introduction of the Maestro which also replaced the smaller Allegro in August 1981

Diolch am 99,605,936 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 99,605,936 amazing views, every one is greatly appreciated.

Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-070

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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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

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).

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.

Bodyshell.

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."

Formosa 120GR (1963 donor car) Engine 1147cc Triumph S4

Registration 56 SC

This is an interesting one, and one i had not seen before, although i had a long chat with the builder/owner of another example i saw over the 2026 Spring Bank Holiday (nice chap)

Formosa 120GR, inspired by the racing cars from the 1950's. this car is not a replica but captures the style of the era. The design does not replicate any particular marque or model, (although the badging on this one makes it look very much like a mid fifties Maserati sports/racer) therefore avoiding any copyright issues that some replicas have fallen foul of. The result is a stand alone classic looking 50's race car.

The Formosa was the brain child of hot rodder, Gary Jane, and resembled his earlier similar kit car the Sammio. The Formosa was begun under a different operation called Mid Century Re-Creations. The idea was for an enthusiast to find an old Triumph Herald or Vitesse, get rid of the bodyshell, add Gary Janes’ metal support perimeter frame (which was offered at a cost of c.£1000) and his one-piece bodyshell (plus boot, doors and flip-front) for c.£2900 and you had a period-looking two-seater that was IVA exempt and utilised an unmodified chassis.

There were two versions of the Formosa 120GR. The long nose is based on a Reliant Scimitar SE5/5A, and the Short Nose uses a Triumph Herald or Vitesse Chassis as a donor. Mid Century Recreations could supply more parts of the car, such as seats, dashboard, front bulkhead panels, wire wheels, windscreen and much more.

It certainly looks a barrel of fun.

Diolch am 98,892,241 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 98,892,241 amazing views, every one is greatly appreciated.

Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-258

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

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

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

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

Ford Thames 300E Utility Coupe (1954-61) Engine 1172cc S4 SV

Registration Number HSL 750

Ford UK/EUROPE SET

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

A coupé utility is a vehicle with a passenger compartment at the front and an integrated cargo tray at the rear, with the front of the cargo bed doubling as the rear of the passenger compartment. It was the result of a 1932 letter from the wife of a farmer in Victoria, Australia, to Ford Australia asking for a vehicle to go to Church in on a Sunday and which can carry our pigs to market on Mondays. In response, Ford designer Lew Bandt developed a vehicle to meet the client's request. The body style originated in Australia Bandt used the passenger compartment and roof from the Ford V8 five-window coupe and extended the rear section using a single fixed side panel on each side, with a hinged tailgate at the rear to create the load carrying compartment. General Motors-Holden released Bedford and Chevrolet coupe utilities in September 1934, and after that the Ute became a staple vehicle in rural Australia.

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.

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

Diolch am 98,615,741 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 98,615,741 amazing views, every one is greatly appreciated.

Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-155

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A stripped bodyshell seen in a scrapyard.

CREWE Open Day.

1 June 2003

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.

A BRCW line up, showing how the basic same bodyshell was used for their 3 products for British Rail. 27056 on the left, 33116 in the middle and visiting 26043 on the right all seen at Loughborough shed on the Great Central railway

Displayed at the London Classic Car Show 2023.

The information sheet for this car tells of it being in a private collection for over 25 years before coming up for sale in 2022. Now stripped back in the earlier stages of restoration. Next the engine will be removed and the body and chassis will be taken back to bare metal for the refurbishment.

I liked this exhibit, very well presented I thought.

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

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.

The railway operational centre of the South Leicestershire coalfield was at Mantle Lane, Coalville. This was were the train crew depot could be found along with the marshalling yard and was where locomotives were stabled between duties. On a murky 12th December 1979 stabled at Mantle Lane is 56036.

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 order 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. 56036 entered traffic in January 1978, nominally allocated to Toton but in reality it could be found at the Railway Technical Centre undergoing a series of tests. In August 1978 56036 entered Stratford works and reappeared in a new livery of corporate blue with large double arrow logo’s, numbers and yellow painted cabs. This livery was applied at the behest of the Railway Design Panel and would eventually become standard for the class. On release from Stratford works 56036 entered general traffic. After twenty two years service 56036 was withdrawn in January 2000 and initially dumped at Toton before being towed to Chester Wagon Repair Depot and stored inside the depot along with 56043/64/77, 56107/09. When Chester WRD was sold it moved to Wigan CRDC in December 2001. Four years later it made its final journey to CF Booth, Rotherham where it was broken up in March 2006.

Re-scanned and re-edited 25th April 2016

Praktica LTL, Ektachrome 200

1972 Volkswagen Beetle 1300.

Was orange.

Modified in the Volksrod style using a 1968 bodyshell with a 7" chop, 1934 17" Ford wire wheels and a twin carb 1679cc engine.

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'.

312110 is the leading four car unit of a twelve car train approaching Colchester, 30th May 1978.

Unit History

The class 312 EMU’s were built in three batches (between 1975 and 1978) for outer suburban passenger services. They were the last class of EMU to be constructed using the Mark II coach bodyshell, and also the last EMU’s built with slam doors. This latter feature contributed to their relatively early withdrawal. 312110 is from the first batch of nineteen units built at York works in 1975/76 for Great Eastern services out of Liverpool Street. It was renumbered 312790 in the early 1980’s and remained on Great Eastern duties until the late 1980’s when it transferred to London, Tilbury and Southend services from Fenchurch Street. It was displaced on these duties by class 357 Electrostar units and was withdrawn in 2003.

Praktica LTL

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.

ScotRail's 385117 is seen at Cartland as it runs from Millerhill to Corkerhill depot - presumably moving to take up driver training duties prior to roll out on the lines that serve Glasgow Central.

Class 385s have already started working services out of Glasgow Central, albeit only a short diagram in the morning. A 3 car unit currently works in from Corkerhill early in the morning and works a return to Newton and 2 Cathcart Circle services before returning to Corkerhill for the day. The number of services they work out of Central Station is expected to increase quite a bit from the May timetable change.

This particular unit was delivered in November 2018 and has seen service on the E&G. It looks like some work has been done on the bodyshell but the Saltire vinyl is yet to be reapplied.

The weather in the early evening on Friday had turned dark windy and rainy at Rifle range common and the rain was starting to blow through quite strongly, all but three photographers had given up and gone home!

Amazingly the clouds peeled back for literally a 30-second window and with rain still blowing across in the background, new in traffic 69005 heads towards Bewdley tunnel with 73136 tucked in behind as brake translator.

The backlight does not do the reconditioned bodyshell any favours!