View allAll Photos Tagged Bodyshell
Ford Cortina Mk.V (1979-82) Engine 2294cc Cologne V6
Registration Number DGJ 696 X (London SW)
FORD UK SET www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.
Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.
The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.
Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).
Many thanks for a Marmalising
51,245,743 views
Shot 01.05.2016 Shot at Catton Hall, nr. Weston on Trent Derbs. REF 116-064
Ex London Underground D78 Stock now masquerading as class 230 is seen crossing Hawarden Bridge over the River Dee near Shotton with a test working from Birkenhead to Wrexham before they enter full service for Transport for Wales. The Class 230 D-Train is a diesel-electric multiple unit or battery EMU built by rolling stock manufacturer Vivarail for the British rail network. The units are converted from old London Underground D78 Stock, originally manufactured in 1980 by Metro-Cammell. The conversion re-uses the D78's aluminium bodyshells and have new interiors.
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 It was withdrawn due to the insulation material in the car being asbestos.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
Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082
Registration Number 785 GOG (cherished number eminating from Birmingham)
Original Registration Number HUK 172 K (Wolverhampton)
WOLSELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623738922097...
The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.
Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.
The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The Mark II version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.
Thanks for a stunning 61,006,158 views
Diolch am olygfa anhygoel, 61,006,158 hoblogaeth y Lloegr honno dros y Mynyddoedd
Dewch ar fechgyn Cymru
Y Swistir
Shot 18.06.2017 at Trentham Gardens Car Show, Trentham, Stoke on Trent REF 128-308
A flashback two decades to this scene from Ebury Bridge at London Victoria on 19th May 2004, when the Network South East livery was still evident and work on repurposing the former Battersea Power station had commenced in earnest. 'Networker' Class 465/1 465187, built by BREL/ABB in 1994, runs neck and neck with Class 456 456012 forming an East Croydon via Norbury to London Victoria service. Based on the BR Mark 3 bodyshell, the small class of twenty-four 2-car Class 456 units were built by BREL York between 1990-1991. It was the last Southern EMU design to employ English Electric 507 traction motors, remarkably some of which had been salvaged from old 4-SUB units withdrawn in the 1980s. Before eventual migration to other routes, they provided operational flexibility on the Central Division's suburban services during their earlier years of operation, especially during peak periods. After an unremarkable career of almost three decades the last units were taken out of service on 16th January 2022.
A medium format Provia 100F transparency scan taken with a Mamiya 645.
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
Austin Allegro 1100 DL Mk2 (1976-80) Engines 1098cc. S4 Tr.
Registration Number OTC 910 R (Bristol
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623759808208
The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Harris Mann Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982.
Diolch am 101,328,938 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 101,328,938 amazing views, every one is greatly appreciated.
Shot 09.04.2023 Weston Park, Salop, Easter Classic Car Show REF 168-026
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.
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
Triumph Dolomite (1976-80) Engines 1296cc S4 OHV Production 204,003 (all versions)
Registration Number REA 17 R (Ducley
TRIUMPH ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
Designed by Giovanni Michelotti the Triumph Dolomite was the final addition to Triumph's small-car range (codenamed Project Ajax), which had started in 1965 with the Triumph 1300.
The Triumph Dolomite was unveiled at the London Motor Show in October 1971 as the successor for the upmarket variants of front-wheel drive designs, and to replace the six-cylinder Triumph Vitesse. The Dolomite name was a revival of the name used by Triumph prior to the Second World War. The Dolomite used the longer bodyshell of the front wheel drive Triumph 1500, but with the majority of the running gear carried over from the rear-wheel drive Triumph Toledo. Initially, the only version available used the new slant-four 1,854 cc engine, using a version of the engine Triumph were already producing for Saab and their 99 model. By the mid-1970s, the range had become complex, with a large number of models and specifications. The Dolomite bodyshell was still being made as the basic Toledo (short boot bodyshell, 1,296 cc and the 1500 TC (standard bodyshell, 1,493 cc along with the 1854cc Dolomite and 1998cc Dolomite Sprint. In 1976, with the manufacturer effectively nationalised and following recommendations in the government commissioned Ryder Report, the Dolomite and other similarly bodied ranges were rationalised to include the Dolomite 1300 Base model, basic trim, single headlamps, 1,296 cc engine, the Dolomite 1500: Same as the 1300, with 1,493 cc (91 cu in) engine, Dolomite 1500HL: Luxury specification as per the 1850, with 1,493 cc engine, Dolomite 1850HL: Luxury specification, 1,850 cc (113 cu in) OHC engine (front spoiler fitted from 1975) and the range topping Dolomite Sprint: the performance version: luxury trim, 16-valve 1,998 cc (122 cu in) engine
The Dolomite 1300 used the 1,296 cc (79 cu in) Standard SC engine from the Herald and Spitfire, and replaced the Toledo as the basic model in the range. The body was identical except for the lengthened body which gave the larger boot of the original Dolomites. The 1300 retained simplified fittings, including single, square, headlamps, basic instrumentation and seats, with the wooden dashboard and carpeting of the Toledo. There was no two-door option as there had been for the Toledo
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 166-420
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
Austin Maxi 1500 (1969-81) Engine 1485cc S4 OC Production 450,000
Registration Number RMF 414 L (Greater London)
AUSTIN SET
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. Designed by Sir Alec Issigonis under the project number ADO 14, it was both the last car designed by Issigonis and the first car to be launched by British Leyland. Originally the launch name was planned as Austin 1500 but British Leyland chairman Lord Stokes settled on the Maxi name in homage to the Mini of 10 years earlier. All cars were produced at the Cowley plant. 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; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.
Power came from a 1,485 cc (90.6 cu in), E-Series petrol engine, with 1750 and twin-carburettor 1750 HL models, added to the range in 1971,
The Maxi featured a spacious interior, comfortable passenger accommodation, competitive prices and reasonable running costs, though let down by dated styling that had the car a scaled down version of the 1800 due BLs cost cutting that had the Maxi sharing its doors with the older designed land crab.
Diolch am 97,128,814 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 97,128,814 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-019
Lancia Fulvia Rallye Coupe Series 1 (1965-70) Engine 1298cc V4 )HV
Production 139,797 (Coupe all Series)
Registration Number PFJ 850 G (Exeter)
LANCIA SET
www.flickr.com/photos/45676495@N05/sets/72157623795824232...
The Lancia Fulvia (Tipo 818) is a car produced by Lancia between 1963 and 1976. Named after Via Fulvia, the Roman road leading from Tortona to Turin, it was introduced at the Geneva Motor Show in 1963 and manufactured in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan
The Berlina and Coupe were designed byPiero Castagnero at Centro Stile Lancia. The Coupe it was introduced in 1965 as a compact two-door, three-box coupé. Built on a wheelbase of 150 mm (5.9 in) it was shorter than its sedan counterpart. As the last Fulvia model to be discontinued, the coupe was ultimately replaced in 1977 by a 1.3-litre version of the Beta Coupé.
Available in numerous forms, over two Series, Series 1 1965-70 and Series II 1970-74, and Series 3 1974-76.
The Series 1 was introduced as a 1216cc Coupe enlarged in 1967 to 1231cc producing 79bhp twelve months after its introduction it was joined by the competition version Coupe HF with a tuned version of the 1,216 cc engine producing 87 bhp, Bodywork was lightened by removing the bumpers, using an aluminium bonnet, doors and boot lid, Plexiglas side and rear windows, and bare steel wheels without hubcaps. In 1967 came two updated versions the Rallye 1.3 and Rallye 1.3 HF sharing a new 1,298 cc with outputs of 86 bhp and 100bhp respectively. In 1968 the Rallye 1.3 was replaced by the Rallye 1.3S updates an an increase in output to 91bhp. The Series 1 was topped out in 1969 by the more powerful Rallye 1.6 HF known as the Fanalone (big lamps) because of the characteristic upsized inner pair of headlamps, powered by a 1,584 cc engine producing 113bhp, other changes included negative camber front suspension geometry, with light alloy 13 inch 6J wheels; and a close ratio 5-speed gearbox and wheel arch extensions. The easiest way to distinguish this version is by the triangular holes between headlamps and grille. The works competition version produced in very limited could be tuned to 130bhp. This was the version used by the works rally team until 1974 when it was superseded in competition by the Stratos HF.
The Series 1 was replaced in 1970 by the Series II, introduced as the Coupé 1.3 S (1970-73) with a facelift body and new 5 speed gearbox it retained the 1298cc engine of 89bhp, cars were fitted with Larger Girling callipers and pads replacing the Dunlop system fitted to 1st series cars. Along with Coupé 1600 HF (1970 only) sharing the facelift and powered by 1,584 cc engine with Solex C42DDHF carb producing the bodywork was changed from the standard 1.3 Coupé to incorporate flared wheel arches (replacing the extensions used on 1st series. There was also a more luxurious version of the 1600 HF, the 1600 HF Lusso (1970-73) with extra trim, radio and fitted with bumpers. Mostly produced for export. For 1972-73 Lancia also introduced the Coupé 1.3 S Montecarlo a special edition based on the 1.3 S, commemorating Lancia's victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to the 1.6 HF bodyshell. Other accoutrements included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted.
The Series 3 was introduced with the Coupe 3 (1974-76), mechanically the same as the earlier Series 2 1.3 S except for the addition of emission control on the Solex carburettors. Other than for its Fulvia 3 badges it is easily recognized by its matte black grilled and headlight frame. It featured a new design of seats incorporating headrests and new white-faced instrument dials with an updated range of trim colours, materials and options.
Diolch am 98,863,165 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 98,863,165 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-240
Track Recording Unit , No. 950001 working the 2Q08
Darlington Up Sidings - Doncaster West Yard seen at
South Hylton Station.
The British Rail Class 950 is a diesel multiple unit that was purpose-built by British Rail Engineering Limited's Holgate Road carriage works for the British Rail Research Division for use as a track assessment unit. It is currently operated by Network Rail.
It was built in 1987 using the same bodyshell as the Class 150/1 Sprinters.It was originally classified as a Class 150, but was reclassified into the departmental series. As part of the privatisation of British Rail, it passed to Railtrack in 1994 and then Network Rail in 2002. The unit is formed of two driving motor vehicles. Individual carriages numbered as follows:
DM: 999600-999601
The unit is currently painted in a plain overall yellow livery with Network Rail branding. It mostly works on branch lines, where the track quality is not good enough for larger and heavier track assessment stock. It is able to operate over most railway lines around Great Britain. The unit is based at the Railway Technical Centre in Derby
One of 20 Class 745 12-car 'FLIRT' EMUs entering service in the UK for Greater Anglia, 745007 awaits departure from Colchester P2 with 1P38, the 1500 fast intercity service from London Liverpool Street to Norwich.
The 745s have bodyshells manufactured in Szolnok, Hungary, while the final train is assembled in Bussnang, Switzerland.
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
One of the stylish Derby built Class 310 (AM10) four-car EMU's, 059, was stabled under the former LNWR overall roof at Rugby on May 17th 1981. The fleet of 50 slam-door 310's were a familiar sight on the southern end of the WCML from their introduction in 1965. The class was the first to utilise the BR Mk.2 carriage bodyshell in their construction.
Volkswagen Golf (mk.2) Driver (1989) Engine 1595cc S4
Registration Number G 690 ORJ (Manchester)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.
The Volkswagen Golf Driver was a limited edition model with the looks of the GTi but powered by a 1.6 litre 72bhp carburettor fed engine
Diolch am 80,576,046 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 80,576,046 amazing views, every one is greatly appreciated.
Shot 30.05.2021. at Capesthorne Hall car show, Siddington Cheshire 145-160
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
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
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
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
Traction unit OPE1-397, built in 1987, moves down the srawling spoil heaps of the Bogatyr' open cast coal mine, after tipping another load of stone. Ekibastuz, Pavlodar region, Kazakhstan. May the 12th 2024.
Nikkor ED 300mm 1:2.8
These are an early design of mine traction units, utilising both electric and diesel, an electro-diesel based on the VL11/80 bodyshell and constructed by the Rostov electric locomotive factory. Here, the diesel function is seldom if ever used, and the first wagon is a slave traction unit. One of the main problems of these units is the cab design, not suited to the work here where the driver must change ends when the locomotive changes direction, which is of course frequent. So the PE2 type was developed from this in Dnipropetrovsk'. But, all told, 417 of these attractive units were built from 1969 up to 2002, although from 1988 onwards only sixteen were produced!
The Cadillac Eldorado is a luxury car manufactured and marketed by the Cadillac Motor Car Division of General Motors from 1952 until 2002, over twelve generations.
The Eldorado was at or near the top of the Cadillac product line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells[1] and were the most expensive models offered by Cadillac during those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966.[2][3] Beginning in 1967, the Eldorado retained its premium position in the Cadillac price structure, but was manufactured in high volumes on a unique, two-door personal luxury car platform.[1][4]
The Eldorado carried the Fleetwood designation from 1965 through 1972, and was seen as a modern revival of the pre-war Cadillac V-12 and Cadillac V-16 roadsters and convertibles.
Name
The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one"—and also refers to El Dorado, the mythical Colombian "Lost City of Gold" that fascinated Spanish explorers.[5]
Chosen in an internal competition for a 1952 concept vehicle celebrating Cadillac's golden anniversary, the name Eldorado was[6] subsequently adopted for a limited-edition convertible for model year 1953.
Cadillac began using the nameplates "Eldorado Seville", after the city in southern Spain, and "Eldorado Biarritz" after the luxury seaside resort in southern France, to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The "Seville" name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning in 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1976 until 1991.
1959
Along with the rest of the General Motors divisions, the bulky, originally proposed 1959 styling was abandoned in favor of a significantly lower, longer and wider theme as an overdue response to Virgil Exner's striking redesign of the 1957 Chrysler products. The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels.
For 1959, the Series 62 became the Series 6200. De Villes and two-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the four-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 130 in (3,302 mm) wheelbase. New mechanical items were a "scientifically engineered" drainage system and new shock absorbers.[28] All Eldorados were characterized by a three-deck, jeweled, rear grille insert that replicated the texture of the front grille; this front/rear grille treatment was shared with the Fleetwood Sixty Special and would continue through 1966 with textures being revised each year. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp (257 kW) from the 390 cu in (6.4 L) engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames.[29] The Eldorado Brougham also came with air conditioning, automatic headlight dimmer, and cruise control standard over the Seville and Biarritz trim lines.[29]
1960
1960 Cadillacs resemble 1959 Cadillacs, but with much lower tailfins and smoother, more restrained styling.
General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins minus the twin bullet taillamps, oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado block lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tires. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Chambray cloth and leather combinations. The last Eldorado Seville was built in 1960.
The 1960 Cadillac Eldorado Biarritz 6467E is featured as Maurice Minnifield's vehicle in the 1990s television series Northern Exposure....Wikipedia
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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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
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
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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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
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.
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.
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 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."
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
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
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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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.
MG C GT (1967-69) Engine 2912cc S6 OHV BMC C Series Production 4457 (GT only)
Registration Number JEF 575 G (Bangor)
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
The MGC was introduced in 1967, develped under the BMC code number ADO 52 it was intended as a replacemet for the Austin Healey 3000 Mk.III. BMC first considered using a six cylinder version of the BMC B Series engine used by BMC Australia but instead settled on the 3 litre BMC C Series in use in the Austin 3 litre Saloon, producing 145bhp with its twin SU carburettors in the MGC.
The MGB style bodyshell needed revisions around the engine bay and to the floor pan, but externally the only differences were a distinctive bonnet bulge to accommodate the relocated radiator and a teardrop for carburettor clearance. It had different brakes from the MGB, 15 inch wheels with Pirelli Cinturato 165HR15 tyres, and different suspension Like the MGB, it was available as a coupé (GT) and roadster
In 1967 Prince (King) Charles took delivery of an MGC GT (SGY 766F), which he passed down to Prince William 30 years late
Diolch am 73,854,445 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 73,854,445 amazing views, every one is greatly appreciated.
Shot 06.05.2019 at Little Moreton Hall, Congleton Ref 141-511
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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
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.
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.
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.
Austin Allegro 1300SDL (1973-75) Engine 1275cc S4 Transverse
Production 642,350 (all three Series)
Registration Number MLE 79 P (London NW)
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623759808208...
The Austin Allegro is a small family car that was manufactured by the Austin-Morris division of British Leyland (BL) from 1973 until 1982. The same vehicle was built in Italy by Innocenti between 1974 and 1975 and sold as the Innocenti Regent.
The Allegro was designed by Harris Mann and introduced as a replacement for the popular Austin 1100 and 1300 models by Sir Alec Issigonis, and were available as 2 and 4 door Saloons and a 3 door Estate. Powered by the BMC A series engine in 1100 and 1300cc versions or the E series engine in 1500 and 1750cc forms, with a sump-mounted transmission. driving the front wheels. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Early Allegro models featured a "quartic" steering wheel, which was rectangular, with rounded sides. The quartic wheel did not take off, and was first dropped in 1974. The SDL remained top of the 1300cc and 1500cc throughout the life cycle of the Series i Allegro
The Series 2 Allegro was introduced at the 1975 British Motor Show (Earls Court, London) the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room. The estate gained a new coachline running over the wing top lip and window edges. Changes were also made to the suspension, braking, engine mounts and drive shafts. Only weeks before the launch of the Allegro 3, 1979 saw the release of the 1.7l Allegro Equipe; a two-door sport style model in silver with red and orange hockey stick-shaped cheatlines and alloy wheels manufactured by GKN, intended to compete with the Golf GT and the Escort RS
The Allegro 3, introduced at the end of 1979, used the A-plus version of the 1.0-litre A-Series engine and featuring some small cosmetic alterations the Allegro 3 gained a new grille with the new Austin-Morris chevron logo a larger bumper and gained additional side indicators. The interior was modernised with new component
Diolch am 99,602,467 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,602,467 amazing views, every one is greatly appreciated.
Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-065
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.
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