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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.
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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Ford Cortina Mk.V 1.6 litre (1979-82) Engine 1593cc Pinto S4
Registration Number VNC 278 X (Manchester)
FORD UK ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Cortina was launched just ahead of the 1962 London Motor Show, under the project name Archbishop, as either a 1198 cc or 1499 cc as a two or four door saloon or five door estate and the more sporting 1499 cc GT or the Lotus Cortina of 1600 cc Twin Cam. Its Cortina name was inspired by the the name of the Italian ski resort Cortina d'Ampezzo, site of the 1956 Winter Olympics. The Cortina remained in constant production over five generations from 1962-1982
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 94,407,504 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 94,407,504 amazing views, every one is greatly appreciated.
Shot 28.05.2022 at Smallwood Steam Rally. Cheshire REF 160-199
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
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
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
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
Ford Cortina Mk.V (1979-82) Engine 1593cc S4 OHV
Registration Number KBD 45 Y (Northampton
FORD UK ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Cortina was launched just ahead of the 1962 London Motor Show, under the project name Archbishop, as either a 1198 cc or 1499 cc as a two or four door saloon or five door estate and the more sporting 1499 cc GT or the Lotus Cortina of 1600 cc Twin Cam. Its Cortina name was inspired by the the name of the Italian ski resort Cortina d'Ampezzo, site of the 1956 Winter Olympics. The Cortina remained in constant production over five generations from 1962-1982
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 body style was available up to Ghia V6 level on overseas markets).
Diolch am 94,407,504 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 94,407,504 amazing views, every one is greatly appreciated.
Shot 28.05.2022 at Smallwood Steam Rally. Cheshire REF 160-201
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).
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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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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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).
Sunbeam Stiletto (1967-72) Engine 875cc S4 OC
Registration Number CRO 115 F (Hertfordshire)
Sunbeam ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847032276...
In order to widen the appeal of the Imp a Coupe version of the Imp was created in 1967. Imp California, 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. The attempt at a more sporty design did not translate into better acceleration or top speed figures and the aerodynamics of the standard saloon are actually slightly better. The new body style made its first appearance at the Paris Motor Show in October 1967, in the form of the Sunbeam Stiletto and Singer Chamois Coupe,
powered by a more powerful 51 bhp., twin-carburettor engine, from the Singer Chamois and Sunbeam Sport variants of the Imp, The coupe body had also appeared, with less powerful engines, in the Hillman Imp Californian announced in January 1967.
The Sunbeam featured servo brakes, late type suspension and quad head lamps, padded facia, leather steering wheel rim. black vinyl roof and radial ply tyres.
Launched as a Sunbeam in 1967 therefore many of the early reliability issues have been ironed out. Produced at Linwood, Scotland with the engine cast in Scotland, built up at Ryton, Coventry and returned to Scotland for fitment, increased cost which hurt its competitiveness against the Mini
Diolch am 83,869,376 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 83,859,376 amazing views, every one is greatly appreciated.
Shot 25.07.2021 at Beaumanor Hall, Woodhouse, Leic. 148-141
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
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
Ford Escort (5th Gen) 1.8 litre LX Estate (1990-97) Engine 1753cc S4
Registration Number L 57 RPW (Norwich)
FORD EUROPE
www.flickr.com/photos/45676495@N05/albums/72157623665118181/
The Escort Mark V (and Mark III Orion saloon) arrived in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension (instead of the Mark III's fully independent layout). This model however was poorly received by the motoring press, and was panned by journalists for its mediocre driving dynamics and unremarkable styling in early 1992, an all new Zetec 16-valve engine was launched bringing improved driveability, while also marking the return of the XR3i which was available with two versions of the 1.8 L Zetec
Stung by the criticism of the original Mark V, which had remained popular with the motoring public Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort convertible and hatchback's case, a new rear end. A new 1.6 L 16-valve 90 bhp (66 kW) Zetec engine was introduced, replacing the previous CVH. Fuel injection was now standard on all petrol models, and Ford introduced a four-wheel-drive variant of the RS2000,
Diolch am 95,535,109 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 95,359,109 amazing views, every one is greatly appreciated.
Shot 10.07.2022, at Walsall Classic Car Show, Walsall Arboretum, Walsall REF 161-266
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
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
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
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.
TVR Tasmin 390SE (1984-89) Engine 3943 cc V8 OHV
Production (approx) 100
Registration Number C 833 OFV (Preston)
TVR ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623722776067...
The TVR 390SE is a sports car designed and built by TVR. It was introduced in October 1984. It featured many novelties not found in other Wedge TVRs TVR Engineering worked with Andy Rouse, a Rover Tuning specialist to produce a blueprinted engine, turning out an extra 85 bhp taking it to a claimed 279 PS, with an engine capacity of 3905cc high lift camshafts, gas flowed cylinder heads with large valves and Cosworth machined pistons. A stronger clutch, limited slip differential and wider Yokohama tyres were fitted to help get the extra power down onto the road.
The styling of the car became more aggressive with a deeper front air dam, and a rear under body aerofoil. Subsequent updating saw the bodyshell gain flared wheel arches and different sills. Ventilated front disc brakes and fifteen inch wheels were part of the package as well. A Series 2 car appeared in 1988 with the most obvious difference being a rounder nose.
Production of the modified Rover V8 was handled by different engineering companies throughout the car's life with most units being produced by North Coventry Kawasaki (NCK); which company was subsequently purchased by TVR to become their in-house engine division, TVR Power
Diolch am 93,128,061 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 93,128,061 amazing views, every one is greatly appreciated.
Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-444
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
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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.
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.
Chassis n° 4609606
Coachwork by Henri Chapron
- Open headlight version with desirable green LHM hydraulic fluid
- Matching numbers (chassis, body, engine)
- Comprehensively restored to concours condition 1990-1993
- Registered in the UK
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 180.000 - 220.000
Withdrawn
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.
The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until recently in top-of-the-range models.
In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
First registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory before it was purchased by our vendor from the Zoute Sale in 2019.
In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in period. It is believed that during the restoration the front of the car was modified from the twin headlamp configuration to the arguably more attractive single 'Frogeye' version. Today, this DS remains in outstanding condition; fastidiously maintained, it is reported to run and drive superbly. Restoration bills are on file. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed. The car is currently registered in the United Kingdom and is being offered with a V5C registration document.
MG YA (1947-51) Engine 1250 cc S4 OHV
Production 6158 Saloons (plus 904 YT Tourers)
Registration Number JYK 840 (London)
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
The MG Y-Type was produced in two phases, the YA 1947-51 and YB 1952-53 and offered as four-door saloon and limited production open four-seat tourer
Designed as the new MG Saloon with a planned launch date of to join the MG Saloon range of the WA and VA for 1941 but war stopped play, The car was designed by Gerald Palmer and launched as a - lively new car with high standards and performance, priced (Saloon) at £525.0.0 ex works plus purchase tax of £146.11.8d. Palmers design incorporated a Morris 8 Series E, four door pressed steel bodyshell with the addition of a swept tail and rear wings, and also a front end incorporation the MG upright grille, the head lamps were separately mounted while the Morris were integrated into the front wings and it had a separate chassis, bucking the more modern trend towards ‘unitary construction, and an independent front suspension layout. The separate chassis facilitated the ‘Jackall System’, of four hydraulically activated rams
The car was powered by a single carburettor version of the 1,250 cc XPAG engine that went on to power the MG-TC and MG-TD series, developing 46bhp or 54 bhp in the YT Tourer, by virtue of a higher lift camshaft and twin carburettors
In 1952 MG Car Company updated the "Y" Type as the YB with a new Lockheed brake system, 15 inch wheels against the 16 inch of the YA a hypoid type rear axle and an anti-roll bar at the front, allied with tronger shock absorbers, road manners were significantly improved.
The YB was produced until the end of 1953 and the MG ZA Magnette was introduced in 1954.
Diolch am 77,378,592 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 77,378,592 amazing views, every one is greatly appreciated.
Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-972
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.
Ford Cortina Mk.V 2.0S (1979-82) Engine 1593cc Pinto S4
Registration Number RRR 262 X (Nottingham)
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 84,302,625 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 84,302,625 amazing views, every one is greatly appreciated.
Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 149-154
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."
Austin Allegro 1300 SDL Mk2 (1976-80) Engines 1275cc. S4 Tr.
Registration Number YOV 535 T (Birmingham)
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/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 70,972,103 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 70,972,103 amazing views, enjoy and stay safe
Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-256
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.
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.
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'.
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
At about the time 6C25 should've passed me with a 60 up front the delayed Dollands Moor - Irvine china clay slurry hoved into view at Barrow Mill behind Class 92 No.92011.
The Dyson utilises the same Procor bodyshell as the Tug, but that's as close as we got.
Happy ‘May the 4th’!
For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.
One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.
The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.
As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.
One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.
This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars
This is a second series (PD) Contessa 1300 car, produced by Hino Motors of Japan. The Contessa model was introduced in 1961.
After the end of WWII when Japanese industry resumed production of motorized vehicles, Hino developed a business relationship with Renault of France. The resulting Hino-Renault car was in effect a licence-built Renault 4CV. The Contessa was the development of this model, utilising the powertrain and rear-engine set-up. There were some similarities with Renault's own Dauphine model, however Hino chose to mount their 893cc engine longitudinally and canted-over to the left, enabling the radiator to be mounted close to the rear, affording better cooling. The gearbox was therefore close to the firewall. A Coupe and a small pickup model called the Briska were also produced.
The Contessa was completely revamped in 1964. The body styling for the car and the 1300S coupe were completely restyled and the engine capacity was increased to 1251cc. This new model with its twin-headlamp design, bore some resemblance to the contemporary Renault 8.
Toyota purchased Hino Motors in late 1966 and Contessa production was halted in early 1967. Production was later re-started to use up remaining bodyshells and components but an increasing amount of Toyota parts were used. This low-level production continued into 1969, before the factory was finally re-purposed to produce the Hilux pickup truck model.
Supported by the overhead crane's twin hooks the bodyshell has received a coat of undercoat primer paint prior to the addition of a new coat of BR Monastral blue. Note this was just prior to the buffer beam cowling being cut away on the class.
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.
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number SEW 545 N (reg. early 1974 Peterborough)
TRIUMPH SET
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 76,419,202 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 76,419,202 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-597
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.
312720 waits to depart for Royston from Kings Cross, 9th April 1982.
Unit History
312720 is one of a batch of twenty six, four car units built at York works between 1976 and 1978 for the Great Northern outer suburban services following electrification and was originally numbered 312020. The class 312 was the last class of multiple unit to be constructed with the British Rail Mark II bodyshell and slam doors. This latter feature contributed to their relatively early withdrawal. During the late 1980s the 312/0 units moved to the Great Eastern for outer suburban services from Liverpool Street following the delivery of new class 317 units for Great Northern outer suburban services. In 2003 First Great Eastern acquired new class 360 units to replace the last of the slam door stock and the class 312 units were gradually removed from traffic with the last units being withdrawn in March 2004.
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.
The weld lines of the aluminium extrusions can clearly be seen in this view as the main carcass is assembled.
Vauxhall VX2300 FE (1976-78) Engine 2279cc S4 OC Production 25,185 (incl. VX 1800)
Registration Number UYO 796 S (London C)
VAUXHALL SET
www.flickr.com/photos/45676495@N05/sets/72157623863172810...
The FE Series launched as the last of the Victors in 1972 despite appearances the car reamained the same width as its predecessor and largely on account of its bumpers just two inches longer. Though the new design increased cabin space with exra front legroom and 4 inches more for rear passengers. The new Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering rather than the Opel Reckords reciculating ball unit. The front end incorporated the then advanced detail of having the slim bumper bisect the grille, with a third of the grille and the side-lights (on quad headlamp models) below the bumper line. Perhaps the most noteable differance was in the rear doors Opel door incorporated rear quarter lights and windows that wound fully down into the door whereas Vauxhall's designers preferred the "cleaner uncluttered look" arising from their elimination of rear quarter lights. The Vauxhall rear windows only wound down around a third of their distance before being baulked on the rar wheelarch, but this was muted as a safety feature completmented by he fitting of child-proof locks
The VX Series came about in 1976 in an effort to move the FE upmarket, its previous competitive pricing was now causing an imbalance in pricing with the new and smaller Cavelier introduced at a higher price. To try to move the Victor upmarket, Vauxhall upgraded the trim level of the basic Victor 1800 cc to match that of the 2300 cc version, with improvements that included fabric seat trim, a new instrumentation, refreshed interiors. The 1800 engine was boosted to 88bhp. To draw attention to the changes Vauxhall also dropped the Victor and VX 4/90 model names and the range was renamed the Vauxhall VX in January 1976. The VX2300 was powered by a 108bhp 2279 cc four-cylinder engine. In 1977 an more sporty and upmarket version of the VX2300 known as the VX2300 GLS appeared with engine output boosted to 116bhp courtesy of twin carburretors the car also recieved a five speed close-ratio Getrag gearbox with dog-leg first gear and was distinguished by with twin halogen headlights and supplementary front fog-lights fitted beneath the front bumper, fashionably blackened side window frames and extra sound deadning
Diolch yn fawr am 67,005,824 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 67,005,824 amazing views, enjoy and stay safe
Shot 22.07.2018 at the Steam Fair, Barton Gate, Barton under Needwood, Staffordshire Ref 135-341