Evanta Barchetta (2015) Engine 6162cc V8 LS3

Production 49 (limited)

Registration Number ONE 44 (personalised number, first allocated for Manchester)

 

Designed by Ant Anstead founder of Evanta cars and known via his Chanel 4 TV programme For The Love of Cars, in a joint venture with tuning company Kahn. Designed as a retro style 50s two seater sportscar. and built in Britain around a tubular chassis and clothed in a kevlar composite bodyshell, the Evanta Barchetta uses a GM-sourced 6.2-litre LS3 engine tuned to produce 450bhp.

 

Unveiled at the 2015 Goodwood Revival, Ant-Khans intention is to build no more than 20 such cars per year to a limited production run of 50.

 

The new set-up claims it wants to start manufacturing specialist vehicles exclusively in the UK, using the low-volume expertise of Evanta and the engineering and design skills of Bradford-based Kahn. A restyled Aston Martin WB12 will follow later in 2014, say the company's founders, while the Flying Huntsman will also be produced in 2014. It's a new take on the classic Land Rover Defender using the same GM V8 as the Barchetta, tuned for 550bhp in the 4x4, and has an extra 400mm of bodywork inserted in the nose of the 4x4.

 

Many thanks for a fantabulous

47,901,004 views

 

Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-178 .

 

Subject Description: This second Eddie Stobart classic rally car carries a standard Escort Mexico colour layout but with the base colour Stobart green. The Ford Escort MkI was one of the most successful rally cars of all time. Its greatest victory was in the 1970 London to Mexico World Cup Rally, which gave rise to the Escort Mexico special-edition road versions of the rally car with strengthened bodyshells, making them more suitable for competition.

AI Notes: This was hard work. Based on previous experience, I knew that Gemini AI would most likely block anything with Eddie Stobart branding, so I specified a colour layout that left space for this to be added in Photoshop. AI persisted in placing the racing number over the white bodyside stripe and I ultimately had to re-instate the stripe and move the number to a new white panel in Photoshop. I wasn’t happy with the direction of the lighting, which was not what I'd specified, but ultimately decided that it was a battle not worth fighting. That said, the overall result is pleasing - as is the Malcolm Group version to follow tomorrow (06-Mar-26).

 

All rights reserved. Not to be posted on Facebook or anywhere else without my prior written permission. Comments on this image are welcome here but for everything else, please send a Flickr mail. Further information about my Flickr images can be found here:

www.flickr.com/photos/northernblue109/6046035749/in/set-7....

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 40.000 - 60.000

Sold for € 32.200

 

Parijs - Paris

Frankrijk - France

February 2018

 

- Delivered new to France

- Three owners from new

- Very well maintained

- Fully documented

- 29.307 km recorded

 

In the mid-1980s, Ford to renew its alliance with Cosworth to create the eponymous Sierra, assembly commencing in June 1986 at the company's Genk plant in Belgium. Based on the three-door Sierra bodyshell, the RS Cosworth combined the standard 1.993 cc Pinto engine's cylinder block with a forged steel crankshaft and connecting rods, the first time the latter combination had been seen in a production Ford engine. Topping it off was a Cosworth-developed, 16-valve cylinder head fed by a Garrett AiResearch turbocharger, the latter being deemed necessary to achieve a competitive power output for racing, which in time would amount to over 500bhp! Even in standard road trim the RS Cosworth produced a staggering 204bhp. Needless to say, the standard Sierra underpinnings were comprehensively up-rated to cope.

 

This Sierra RS Cosworth was delivered new in France on 25th April 1988 via the official Ford dealer, Durruty in Bayonne. Its first owner, Mr Pourvahab, a businessman living in Biarritz, paid a total of FF 175.000 for the car, and took delivery on a temporary registration (the original invoice and registration certificate are on file). Six weeks later, the car was registered by its owner in Biarritz, and at the same time received the anti-theft etching required by the insurance company (certificate on file).

 

The first owner took great care of the car for more than 20 years, covering 28.732 km (see bill of sale on file). The next owner, Mr André Lenoir of Berre-l'Etang (Bouches-du-Rhône), registered the Sierra in February 2009 and kept it for the next seven years. The car was well stored seldom be driven (the roadworthiness report of 2015 indicates 29.217 km). Finally, in 2016, the car was added to the stable of a prominent Belgian collector. Today, the car still sports its French second-owner registration plates from the Départment Bouches-du-Rhône ('308 BTS 13').

 

The car's current condition is a testimony to the great care it has enjoyed all its life. The interior shows almost no signs of wear, and the original Zandvoort Blue exterior colour presents beautifully. All books and instruction manuals are present, including the very rare 'Sierra Cosworth RS' supplement. The car is described as in generally excellent condition and runs extremely well.

 

The Sierra RS Cosworth has always been a coveted car as confirmed by a recent article in 'Octane' magazine dated January 2018, with record numbers stolen in their early days. Today, they are much sought after by discerning collectors, especially when presented in original, unmolested condition and with excellent provenance like this stunning example, which ticks all the boxes.

Coachwork by Pininfarina

Chassis n° 12031

 

'Pininfarina clothed it all in a beautifully refined bodyshell employing the nose lines of the 500 Superfast and the tail treatment of the contemporary 275 GTS. It was built at Grugliasco by Pininfarina themselves...' - Hans Tanner & Doug Nye, 'Ferrari', 1984.

 

In essence a closed version of the 275 GTS, the 330 GTC – immediate forerunner of the 365 GTC - was first shown at the Geneva Motor Show in March 1966. Beneath the understated Pininfarina coachwork there was the 4.0-litre version of Ferrari's familiar Colombo-designed two-cam 60-degree V12 (as used in the 330GT 2+2) mated to a five-speed all-synchromesh transaxle. The chassis was of relatively short wheelbase (2,400mm) and the suspension independent all round by wishbones and coil springs. Naturally, there were disc brakes on all four wheels.

 

Introduced late in 1968 as a replacement for the 330 GTC and given its first public airing at Geneva in March 1969, the 365 GTC was virtually identical in appearance apart from engine cooling vents relocated in the bonnet, a feature it shared with last of the 330s. Installing an 81mm-bore 4.4-litre V12 in place of the 300 GTC's 4.0-litre unit boosted mid-range torque and flexibility while maximum power was raised to 320bhp at 6,600rpm; acceleration improved markedly and the luxury coupés top speed increased to over 150mph. Less obvious to the eye were the refinements made to the drive-train that achieved a marked reduction in cabin noise, a sign that Ferrari understood that 365 GTC customers valued comfort as well as high performance. A sumptuous leather-trimmed interior, electric windows, and heated rear screen were standard equipment, while air conditioning could be ordered as an option. Like so many European sports cars, the 365 GTC (and convertible 365 GTS) would fall victim to increasingly stringent US safety and emissions legislation, production ceasing after less than one year during which time around 150 GTC and 20 GTS models left the factory.

 

The example offered here was delivered new in June 1969 to Mr Edouard Washer via Jacques Swaters' Garage Francorchamps, the official Ferrari importer for Belgium. The 20th 365 GTC built, chassis number '12031' was delivered finished in Grigio Mahmoud with beige leather interior, the latter equipped with a Voxson 'Sonar' radio with electric antenna. Mr Washer kept the Ferrari for a few years before trading it back to Garage Francorchamps in the mid-1970s. Garage Francorchamps then sold it to the next owner, in the Netherlands.

 

By 1982, '12031' was owned by one H L E Swarts in the Netherlands, who in March of that year advertised the car for sale, describing it as red with black interior and with 75,000 kilometres recorded. Around 1987, the car was sold to Fritz Kroymans, the Dutch Ferrari importer/collector, who kept it until 2004 when it was sold to Hans Jungblut of Maastricht, Netherlands. While in Mr Jungblut's care, the Ferrari was completely restored to its factory original colour, Grigio Mahmoud, in the Netherlands by marque specialists Garage Roelofs (restoration photographs on file), with the beige leather interior re-trim being entrusted to HVL Exclusive Italian Interiors.

From 2004 to 2014, the Ferrari was maintained by Forza Service and stayed in Holland. Later, in April 2014, the car was sold to the current owner in Belgium. Since, this stunning 365 GTC has been carefully looked after by its passionate Ferrari owner/collector. The most recent service was carried out in May 2017, by Ferrari Specialists L'Officina in Overijse, Belgium.

 

The car comes with an original sales brochure; copies of the original factory paperwork; a copy of the old Dutch registration papers (cancelled); Belgian registration papers; restoration invoices from Ferrari Garage Piet Roelofs; invoices for work carried out in 2004-2008 by Forza Service in Holland; and HVL Exclusive Italian Interiors' certificate (2008) confirming the interior was professionally restored using mostly original parts. The all-important Ferrari Classiche has been applied for and is currently in progress for this matching numbers 365 GTC; the file is still in production and will follow after the sale. Prospective purchasers should be aware that this process can take a few months to complete.

 

Examples of this strikingly handsome, startlingly fast, and much under-rated Ferrari Gran Turismo model rarely appear at auction. Well documented, professionally restored, and with Ferrari Classiche granted, '12031' represents an opportunity for the discerning collector to acquire one of these exclusive and ultra-desirable models, which are rare even by Ferrari standards.

 

Bonhams : the Zoute Sale

Sold for € 805.000

 

Zoute Grand Prix 2017

Knokke - Zoute

België - Belgium

October 2017

Arriving at Cambridge with the terminating 2C16 service from London King's Cross is Great Northern Class 321, 321407.

 

The Class 321's were never originally residents of the East Coast Mainline, but the recent reshuffling of stock, and the availability of 321 vehicles displaced from the West Coast Mainline by Class 350 Desiro units has seen them become regular performers of the Semi-Fast workings in and out of King's Cross.

 

The Class 321's made their debut in 1988, being built by BREL of York in a set of three batches of 117 units overall. The first batch were the Class 321/3's, of which 66 members were built to operate on the Great Eastern Mainline out of London Liverpool Street, replacing many of the original AC units that dated back to the 1950's. The second batch the 321/4's, were a set of 48 units built to operate on the West Coast Mainline out of London Euston and Birmingham New Street. The final batch, the 321/9's, were built to work trains in West Yorkshire between Leeds and Doncaster, of which three units were built.

 

The Class 321's design is based largely off the bodyshell of the MkIII coach, and have 1,300hp at their disposal, whisking them to 100mph. The success of these units have seen a selection of derivative units being built, including the Class 320's that work in the Glasgow Area, the Class 322's that were originally built for the Stansted Express but now reside in West Yorkshire, and the Class 456's that operate for Southwest Trains, being of the same design but powered by DC 3rd Rail.

 

Today, the fleet is still in heavy use on the London commuter networks, with Greater Anglia being the largest operator of the Class on trains out of Liverpool Street. Great Northern inherited a fleet of 13 Class 321's from First Capital Connect, which took these from Silverlink and London Midland after they were displaced from their usual West Coast Mainline stomping ground by the Class 350's. London Midland continue to operate 7 Class 321's in the peak periods for extra capacity, but are highly underutilised as the company pursues a standardised Desiro fleet.

See this train in the video here: www.youtube.com/watch?v=bD4KORWMc2I

 

Seen working north through Alexandra Palace is Great Northern Class 321, 321404.

 

The Class 321's were never originally residents of the East Coast Mainline, but the recent reshuffling of stock, and the availability of 321 vehicles displaced from the West Coast Mainline by Class 350 Desiro units has seen them become regular performers of the Semi-Fast workings in and out of King's Cross.

 

The Class 321's made their debut in 1988, being built by BREL of York in a set of three batches of 117 units overall. The first batch were the Class 321/3's, of which 66 members were built to operate on the Great Eastern Mainline out of London Liverpool Street, replacing many of the original AC units that dated back to the 1950's. The second batch the 321/4's, were a set of 48 units built to operate on the West Coast Mainline out of London Euston and Birmingham New Street. The final batch, the 321/9's, were built to work trains in West Yorkshire between Leeds and Doncaster, of which three units were built.

 

The Class 321's design is based largely off the bodyshell of the MkIII coach, and have 1,300hp at their disposal, whisking them to 100mph. The success of these units have seen a selection of derivative units being built, including the Class 320's that work in the Glasgow Area, the Class 322's that were originally built for the Stansted Express but now reside in West Yorkshire, and the Class 456's that operate for Southwest Trains, being of the same design but powered by DC 3rd Rail.

 

Today, the fleet is still in heavy use on the London commuter networks, with Greater Anglia being the largest operator of the Class on trains out of Liverpool Street. Great Northern inherited a fleet of 13 Class 321's from First Capital Connect, which took these from Silverlink and London Midland after they were displaced from their usual West Coast Mainline stomping ground by the Class 350's. London Midland continue to operate 7 Class 321's in the peak periods for extra capacity, but are highly underutilised as the company pursues a standardised Desiro fleet.

The 8C Competizione was introduced at the Frankfurt Motor Show in 2003. The lines of the twin seater are meant to echo the styling of Alfas of the 1930s and 1940s, and the "Competizione" name is a reference to the 1948 6C 2500 Competizione, which competed in the 1949 and 1950 Mille Miglia race and came third both times. It was in the latter of these two races that the car was driven by Juan-Manuel Fangio and Augusto Zanardi. It won the 1950 Targa Florio. A 3.0 litre prototype was built but not produced. These 6C 2500 models were among the last vehicles with links to the pre-war cars.

 

During the Mondial de l'Automobile 2006, Alfa Romeo announced the production of a limited series of 500 units of the 8C Competizione. The production version is very similar to the concept, with the biggest difference to the exterior being the rear-hinged hood. The car came in four colours: Alfa Red, Competition Red, black or yellow. Custom paint colors were available for an additional charge. The bodyshell is made of carbon fibre, produced by ATR Group. The carbon fibre body is fitted to a steel chassis, made by Italian company ITCA Produzione. The final assembly takes place at the Maserati factory in Modena, Italy.

 

(Wikipedia)

 

- - -

 

Der Alfa Romeo 8C Competizione ist ein zweitüriger Sportwagen des italienischen Autoherstellers Alfa Romeo. Der Name ist ein Hinweis auf die V8-Maschine. Die Schreibweise knüpft bewusst an die Tradition der legendären Alfa Romeo 8C-Modelle aus der Zeit vor dem Zweiten Weltkrieg an.

 

Der Entwurf stammt von Wolfgang Egger, Leiter des Designzentrums Centro Stile von Alfa Romeo. Der Wagen wurde im Jahr 2003 auf der IAA in Frankfurt am Main als Prototyp erstmals vorgestellt. Im Jahr 2005 wurde beim Pebble Beach Concours d'Elegance auch eine offene Spider-Version ausgestellt. Anfang 2007 hat Alfa Romeo die Produktion des Sportcoupés mit einer Limitierung von 500 Stück aufgenommen.

 

Die technische Grundkonzeption teilt sich das Coupé in wichtigen Bereichen mit dem Maserati GranTurismo. Der 4,7 l-V8-Motor ist bereits vom Maserati Coupé und von Ferrari-Modellen bekannt. Im Alfa 8C leistet dieser jedoch 332 kW (450 PS). Die Montage des Fahrzeugs erfolgt in den Hallen von Maserati in Modena. Der Wagen verfügt über eine Sechsgang-Schaltung, die wie im Rennsport über Schalter am Lenkrad bedient wird oder optional auch auf Automatik gestellt werden kann. Der Antrieb erfolgt nach dem Transaxle-Prinzip auf die Hinterachse. Die Karosserie besteht aus Gewichtsgründen aus Carbonelementen. Die maximale Beschleunigung von 0 auf 100 km/h erfolgt in 4,2 s und die Spitzengeschwindigkeit liegt bei 292 km/h. Wie im Rennsport üblich, verfügt der Wagen über einen aerodynamisch speziell gestalteten Unterboden, um bei hoher Geschwindigkeit den Auftrieb zu reduzieren. Der Preis liegt bei ca. 160.000 Euro.

 

Im Februar 2008 wurde die endgültige Version des offenen 8C Spider am Genfer Auto-Salon vorgestellt, es werden ebenfalls nur 500 Stück produziert werden, die alle für einen Preis von mehr als 210.000 Euro bereits vergeben sind.

 

2008 wurde ein neuer Projekttyp des Alfa Romeo B.A.T. während, aber außerhalb des Genfer Auto-Salons mit der Prototypennnummer B.A.T. 11 basierend auf dem 8C Competizione vorgestellt.

 

(Wikipedia)

Empty body shell of a 1934-1952 Citroën Traction Avant on a trailer, ready for transportation.

 

The Citroën Traction Avant was designed by a team lead by André Lefèbvre and Flaminio Bertoni.

Production TA: 1934-1957.

 

Number seen: 1.

 

Probably near Besançon (Doubs, Fr.), Avenue de la 7ème Armée Américaine, D683, Aug. 19, 2016.

 

© 2016 Sander Toonen Amsterdam | All Rights Reserved

Some of you know that my real job is in designing and engineering real cars.

 

With that in mind, I thought it would be helpful to share some of the knowledge regarding the design, engineering and manufacturing processes involved in the creation of a new car.

 

A term that is frequently used within car companies, and which sometimes slips out into the media, but without much explanation, is the term 'Body-In-White'. The abbreviation of the term is BIW, though the full word usage occurs within companies when it is discussed.

 

So, what is the 'Body-In-White'?

 

Though the names says otherwise. It is not white. It does describe the stamped sheet metal of the body before it has been painted, had any trim attached, or any of the chassis and powertrain. It is frequently described as the 'body' of the car. And for a pickup, or similar vehicle, it will be the body prior to the attachment to the separate 'frame', which is attached underneath the car, and frequently attached by isolating mounts.

 

The BIW doesn't just include the main part of the monocoque (the 'stressed' load-bearing part of the car), but also the doors, bootlid (trunk), and bonnet (hood). All these parts usually get coated in protective coatings prior to the application of paint, together (though not always). Frequently, when the car is 'trimmed' - that is the addition of trim and interior - the doors are removed to make this easier, though they do travel along with the car that they were attached to during the paint process.

 

Stay tuned for further car-design, engineering and manufacturing information in the near future.

 

Regards,

 

lego911

 

These images are created for the first in a series of topics covering car design, engineering and manufacturing.

 

Body-In-White: www.flickr.com/groups/lugnuts/discuss/72157645669786809/

 

A central index will be created, over time, in this discussion thread: www.flickr.com/groups/lugnuts/discuss/72157646071614841/

A brand new purchase for ConnexionsBuses, the first in 2 years, is of Mercedes-engined Euro 6 compliant Optare Solo SR YJ67 GGO - seen here at York rail station working HCT service 16 to and from Acomb. This has gained the new-style Connexions logo with the union flag 'big X'; but the vehicle bodyshell itself is different from the other Solos as this has curved-top skirt panels as would normally be seen on a Versa, in addition to a new latch fitted between the front wipers. Audibly this bus sounds as if it has the same engine as a Wright Streetdeck, it certainly sounds almost identical to First York's 35100.

Empty body shell of a 1934-1952 Citroën Traction Avant on a trailer, ready for transportation.

 

The Citroën Traction Avant was designed by a team lead by André Lefèbvre and Flaminio Bertoni.

Production TA: 1934-1957.

 

Number seen: 1.

 

Probably near Besançon (Doubs, Fr.), Avenue de la 7ème Armée Américaine, D683, Aug. 19, 2016.

 

© 2016 Sander Toonen Amsterdam | All Rights Reserved

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

Bodyshell modified with a longer cab.

Vauxhall VX 2300 (FE) (1972-76) Engine 2279cc S4 OC Production 25,185 (incl. VX1800)

 

Registration Number PWM 164 M

 

VAUXHALL SET

 

www.flickr.com/photos/45676495@N05/sets/72157623863172810...

 

The FE Series was the last of the Victors, launched in March 1972 with the marketing slogan - The New Victor, the Transcontinental. Appearing much larger than its predeccesor the car was in fact no wider and only two inches longer with most of that from the new bumpers. But internally the car was both higher and gave an extra four inches of rear legroom. Originally launched with a front bench seat, it was uprated in 1973 to feature separate bucket seats and a repositioned handbrake.

The new Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering as opposed to the Rekord's recirculating 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. The FE Victor was the last Vauxhall to be designed independently of Opel. The engines were carried over from the FD range although enlarged to 1759 cc and 2279 cc. For a short period, the straight-six engine was used in the Ventora and 3300 SL models

 

Shot at Tatton Park, Manchester, Classic Car Show 18:08:2012 REF 88-315

 

Humber Hawk (1957-67) Engine 2267cc S6 OHV Production 15539 (all series, 7230 series 1I)

Registration Number VFO 416 (Radnor)

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.

 

Many Thanks for a fan'dabi'dozi 29,349,200 views

 

Shot 17:08:2014 at Lupin Farm Classic Car Show, Orgreave, Staffordshire Ref 102-712b

 

See this train in the video here: www.youtube.com/watch?v=bD4KORWMc2I

 

Powering south through Alexandra Palace is Great Northern Class 321, 321420.

 

The Class 321's were never originally residents of the East Coast Mainline, but the recent reshuffling of stock, and the availability of 321 vehicles displaced from the West Coast Mainline by Class 350 Desiro units has seen them become regular performers of the Semi-Fast workings in and out of King's Cross.

 

The Class 321's made their debut in 1988, being built by BREL of York in a set of three batches of 117 units overall. The first batch were the Class 321/3's, of which 66 members were built to operate on the Great Eastern Mainline out of London Liverpool Street, replacing many of the original AC units that dated back to the 1950's. The second batch the 321/4's, were a set of 48 units built to operate on the West Coast Mainline out of London Euston and Birmingham New Street. The final batch, the 321/9's, were built to work trains in West Yorkshire between Leeds and Doncaster, of which three units were built.

 

The Class 321's design is based largely off the bodyshell of the MkIII coach, and have 1,300hp at their disposal, whisking them to 100mph. The success of these units have seen a selection of derivative units being built, including the Class 320's that work in the Glasgow Area, the Class 322's that were originally built for the Stansted Express but now reside in West Yorkshire, and the Class 456's that operate for Southwest Trains, being of the same design but powered by DC 3rd Rail.

 

Today, the fleet is still in heavy use on the London commuter networks, with Greater Anglia being the largest operator of the Class on trains out of Liverpool Street. Great Northern inherited a fleet of 13 Class 321's from First Capital Connect, which took these from Silverlink and London Midland after they were displaced from their usual West Coast Mainline stomping ground by the Class 350's. London Midland continue to operate 7 Class 321's in the peak periods for extra capacity, but are highly underutilised as the company pursues a standardised Desiro fleet.

The Porsche 911 (pronounced Nine Eleven or German: Neunelf) is a two-door, 2+2 high performance sports car made since 1963 by Porsche AG of Stuttgart, Germany. It has a rear-mounted six cylinder boxer engine and all round independent suspension. It has undergone continuous development, though the basic concept has remained little changed. The engines were air-cooled until the introduction of the Type 996 in 1998, with Porsche's "993" series, produced in model years 1994-1998, being the last of the air-cooled Porsches.

 

The 911 has been modified by private teams and by the factory itself for racing, rallying, and other forms of automotive competition. It is among the most successful competition cars. In the mid-1970s, naturally aspirated 911 Carrera RSRs won major world championship sports car races such as Targa Florio, Daytona, Sebring, and Nürburgring, even against prototypes. The 911-derived 935 turbo also won the 24 Hours of Le Mans in 1979.

 

In the 1999 international poll for the award of Car of the Century, the 911 came fifth. It is one of two in the top five that had remained continuously in production (the original Beetle remained in production until 2003), and was until 1998 a successful surviving application of the air- (now water-) cooled opposed rear-engine layout pioneered by its ancestor, the Volkswagen Beetle. It is one of the oldest sports coupé nameplates still in production, and 820,000 had been sold by the car's 50th anniversary in 2013. "Around 150,000 911 cars from the model years 1964 to 1989 are still on the road today."

 

911 NOMENCLATURE

Although Porsche internally changes the headings for its models, all 911 models were and are currently sold as a "911". The headings below use Porsche's internal classifications:

 

Porsche 911 (1963–1989)

Porsche 930 (1975-1989) a turbo version of the original 911

Porsche 964 (1989–1994)

Porsche 993 (1995-1998)

Porsche 996 (1999-2004) all-new body and water-cooled engines

Porsche 997 (2005–2011)

Porsche 991 (2012–Present)

 

The series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. It often changes annually to reflect changes for the new model year. The first 911 models are the "A series", the first 993 cars are the "R series".

 

Not all of the Porsche 911 models ever produced are mentioned here. The listed models are notable for their role in the advancements in technology and their influence on other vehicles from Porsche.

 

Carrera: Also offered in upgrades of S and GTS. All models have cabriolet options.

Carrera 4: Also offered in upgrades of S and GTS. All models have cabriolet options.

Targa 4: Also offered in upgrades of S and GTS.

Turbo: Also offered in upgrades of S. All models have cabriolet options.

 

AIR-COOLED ENGINES (1963–1997)

PORSCHE 911 CLASSIC (1963–1989)

The 911 traces its roots to sketches drawn by Ferdinand "Butzi" Porsche in 1959. The Porsche 911 was developed as a more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model. The new car made its public debut at the 1963 Frankfurt Motor Show (German: Internationale Automobil-Ausstellung). The car was developed with the proof-of-concept twin-fan Type 745 engine, and the car presented at the auto show had a non-operational mockup of the production single-fan 901 engine, receiving a working one in February 1964.

 

It originally was designated as the "Porsche 901" (901 being its internal project number). 82 cars were built as 901s. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. Internally, the cars' part numbers carried on the prefix 901 for years. Production began in September 1964, the first 911s reached the US in February 1965 with a price tag of US$6,500.

 

The earliest edition of the 911 had a 130 metric horsepower (96 kW; 128 hp) Type 901/01 flat-6 engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder, 1582 cc unit. The car had four seats although the rear seats were small, thus the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a four or five-speed manual "Type 901" transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, initially objected but later was also involved in the design.

 

The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement, offering the de-tuned version of 356 SC's 4-cylinder, 1582 cc, 90 hp (67 kW) boxer four Type 616/36 engine inside the 911 bodywork with Type 901 four speed transmission (5 speed was optional).

 

In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine, the power raised to 160 PS (118 kW; 158 hp). Forged aluminum alloy wheels from Fuchs, in a distinctive 5-spoke design, were offered for the first time. In motor sport at the same time, the engine was developed into Type 901/20 installed in the mid-engined Porsche 904 and Porsche 906 with 210 PS (154 kW), as well as fuel injected Type 901/21 installed in 906 and 910 with 220 PS (160 kW).

 

In Aug. 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels, and the previously standard gasoline-burning heater became optional. The Targa (meaning "plate" in Italian) version was introduced. The Targa had a stainless steel-clad roll bar, as Porsche had, at one point, thought that the U.S. National Highway Traffic Safety Administration (NHTSA) would outlaw fully open convertibles in the US, an important market for the 911. The name "Targa" came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968).

 

The 110 PS (81 kW; 108 hp) 911T was also launched in 1967 with Type 901/03 engine. The 130 PS (96 kW; 128 hp) model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fiberglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS (154 kW).

 

The B series went into production in Aug. 1968 that replaced the 911L model with 911E with fuel injection, and remained in production until July 1969. 911E gained 185/70VR15 tires and 6J-15 wheels.

 

The C series was introduced in Aug. 1969 with enlarged 2.2 L engine (84 mm bore x 66 mm stroke). The wheelbase for all 911 and 912 models was increased from 2211 to 2268 mm, to help remedy to the cars' nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). A semi-automatic Sportomatic model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added. It was canceled after the 1980 model year partly because of the elimination of a forward gear to make it a three-speed.

 

The D series was produced from Aug. 1970 to July 1971. The 2.2 L 911E (C and D series) had lower power output of the 911/01 engine (155 PS (114 kW; 153 hp) at 6200 rpm) compared to the 911S's Type 911/02 (180 PS (132 kW; 178 hp) at 6500 rpm), but 911E was quicker in acceleration up to 160 km/h (100 mph).

 

The E series for 1972–1973 model years (Aug. 1971 to July 1972 production) consisted of the same models, but with a new, larger 2341 cc engine. This is universally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch (Kugelfischer) mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the U.S. and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130HP) to 140 HP, commonly known as a 911T/E.

 

With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. For this reason it's commonly called an "Oil Klapper", "Ölklappe" or "Vierte Tür". This rare 1972 911 is considered highly collectable.

 

The F series (Aug. 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine.

 

911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1050 kg. The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 2466 cc or 2494 cc, producing 270 PS (199 kW; 266 hp) at 8000 rpm. Weight was down to 960 kg. The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio.

 

911 CARRERA RS (1973 AND 1974)

These models are sometimes considered by enthusiasts to be the most "classic" 911s. RS stands for Rennsport in German, meaning race sport. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built to meet motorsport homologation requirements. Compared to a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with Bosch (Kugelfischer) mechanical fuel injection, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg, in Sport Lightweight form it was about 100 kg lighter, the saving coming from thin gauge steel used for parts of the body shell and also the use of thinner glass. In total, 1,580 were made, and qualified for the FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).

 

For the 1974 IROC Championship (which started in Dec. 1973), 1973 Carrera RSR models were fitted with the 3.0 engine and a flat "whale tail" in place of the ducktail spoiler.

 

In 1974, Porsche created the Carrera RS 3.0 with mechanical fuel injection producing 230 PS (169 kW). Its price was almost twice that of the 2.7 RS, but it offered racing capability. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thinner metal plate panels and a spartan interior enabled its weight to be reduced to around 900 kg.

 

The Carrera RSR 3.0 was sold to racing teams and scored wins in several major sports car races of the mid-1970s. Also, a prototype Carrera RSR Turbo (with 2.1 L engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sports car racing. This, and the earlier Porsche 917, was Porsche's commitment to turbocharger applications in its cars.

 

911 AND 911S 2.7 (1973–1977)

Model year 1974 (G Series. Aug. 1973 to July 1974 production) saw three significant changes. First, the engine size was increased to 2687 cc achieving higher torque. Second, new impact bumpers conformed with low-speed protection requirements of US regulations. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear arches of the old 2.4, now had a 2.7-litre engine producing 150 PS (110 kW; 150 hp) and 175 PS (129 kW; 173 hp), respectively.

 

Carrera 2.7 MFI AND CIS (1974–1976)

The Carrera 2.7 model built for all markets, except for the United States, used the 210 PS (150 kW; 210 hp) RS 911/83 engine with Bosch mechanical fuel injection pump from the 1973 Carrera RS. These Carrera 2.7 MFI models were built from 1974 until 1976 and were mechanically identical to the 1973 Carrera RS. The Carrera 2.7 model produced for the North American markets, often referred to as the Carrera 2.7 CIS, was powered by the same 2.7 litre engine as the 911S which produced 175 PS (129 kW; 173 hp). The initial Carrera 2.7 models had the same welded-on rear RS flares, before switching to the SC stamped style rear flares during the middle of the 1974 production year. The Carrera 2.7 coupés weighed in at 1075 kg, the same weight as the 1973 Carrera RS Touring.

 

For the 1974 model year, the Carrera 2.7 was available with the "ducktail "rear spoiler first introduced with the 1973 Carrera RS. In the North American markets the ducktail was standard equipment for the Carrera. All other markets the ducktail was optional, except or the home German market where the ducktail had been outlawed by the TÜV road homologation department. This led to the introduction of the whale tail rear spoiler, available as an option on the 1974-75 Carrera 2.7 models, as well as the newly introduced Porsche 930 Turbo.

 

The Carrera 2.7 was replaced by the Carrera 3.0 for the 1976 model, except for a special run of 113 1976 Carrera 2.7 MFI coupés were built for the German market featuring the 911/83 RS engine, with an additional 20 narrow-bodied 1976 Carrera MFI 2.7 Targas being supplied to the Belgian Gendarmerie. The 1976 Carrera 2.7 MFI Sondermodells were the last mechanically fuel injected 911 produced by Porsche, and still featured the 1973 RS engine.

 

912E (1976)

For the 1976 model year, the 912E was produced for the U.S. market. This was 4-cylinder version of the 911 in the same manner as the 912 that had last been produced in 1969. It used the I-series chassis powered by the Volkswagen 2.0 engine also used the Porsche 914. 2,099 units were produced. The 912E was replaced by the front-engine Porsche 924 for the 1977 model year.

 

CARRERA 3.0 (1976–1977)

For the 1976 model year, Porsche introduced the Carrera 3.0 with wide rear flares, optional whaletail, and a variety of other luxury options. It was available in all markets except North America. The Carrera 3.0 was fitted with a variation of the 930 Turbo's 2994 cc engine (minus the turbocharger). The engine (dubbed the 930/02) featured K-Jetronic CIS. It developed 200 PS (150 kW; 200 hp) in contrast to the older Carrera 2.7 MFI model's 210 PS (150 kW; 210 hp). The crankcase and gearbox housing were made of aluminium rather than magnesium for extra durability.

 

The new engine, which featured bigger intake and exhaust valves, produced greater torque allowing the Carrera 3.0 to achieve the same performance as the previous Carrera 2.7, 0-100 km/h (0-62 mph) in 6.1 seconds and 0-200 km/h in 27 seconds. Both versions boasted a top speed of approximately 236 km/h (147 mph).

 

Weight increased marginally by 45 kg to 1120 kg.

 

The 911 Carrera 3.0 was produced in both targa (1,125 examples produced) and coupé (2,566) versions. The Carrera 3.0 was available with manual gearbox (type 915) with 4 or 5 speeds as well as 3-speed automatic transmission (called the Sportomatic). Production totals were 3,691 manual cars and 58 Sportomatics.

 

930 TURBO AND TURBO CARRERA 3.0-LITRE (1975–1977)

For the 1975 model year, Porsche introduced the first production turbocharged 911. Although called the 930 Turbo (930 being its internal type number) in Europe, it was marketed as the 930 Turbo Carrera in North America. The body shape incorporated wide wheel-arches to accommodate the wide tires, and a large rear spoiler often known as a "whale tail" on the early cars (modified from the original 1974 IROC design). They were initially fitted with a 3.0-litre engine 260 PS (190 kW; 260 hp) and four-speed gearbox.

 

Production of the first 400 units qualified the 930 for FIA Group 4 competition, with the racing version called the Porsche 934 of 1976. They participated at Le Mans and other races including battles with the BMW 3.0 CSL "Batmobile". The FIA Group 5 version called Porsche 935 evolved from the 934. Fitted with a slope nose, the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed.

 

930 TURBO 3.3-LITRE (1978–1989)

For the 1978 model year, Porsche revised the 930 with a larger 3.3-litre turbocharged engine with intercooler that produced 300 PS (220 kW; 300 hp). To fit the intercooler a newly designed "tea-tray" tail replaced the earlier whale tail. Porsche dropped the "Carrera" nomenclature for the North American markets and simply call it the Porsche Turbo worldwide. The larger engine helped reduce some of the turbo lag inherent in the earlier version.

 

Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.

 

911SC (1978–1983)

In 1978, Porsche introduced the new version of the 911, called the '911SC'. Porsche reintroduced the SC designation for the first time since the 356SC (as distinguished from the race engined 356 Carrera). There was no Carrera version of the 911SC. The "SC" stands for "Super Carrera". It featured a 3.0-litre engine with Bosch K-Jetronic fuel injection and a 5-speed 915 transmission. Originally power output was 180 bhp, later 188 bhp and then in 1981 it was increased to 204 bhp. In 1981 a Cabriolet concept car was introduced at the Frankfurt Motor Show. The convertible body design also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche's first cabriolet since the 356 of the mid-1960s. A total of 4,214 were sold in its introductory year, despite its premium price relative to the open-top targa. Cabriolet versions of the 911 have been offered ever since.

 

In 1979, Porsche had made plans to replace the 911 with their new 928. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions. 911 SC sales totaled 58,914 cars.

 

Peter W. Schutz (CEO Porsche AG 1981–1987) wrote:

The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott de:Helmuth Bott, the Porsche operating board member responsible for all engineering and development. I noticed a chart on the wall of Professor Bott's office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944, 928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.

 

CARRERA 3.2 (1984–1989)

The replacement for the SC series came in 1984 named 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. This was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.

 

A new higher-displacement motor, a 3.2-litre horizontally opposed flat 6-cylinder, was utilized. At the time Porsche claimed it was 80% new. The new swept volume of 3164 cc was achieved using the 95 mm bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.

 

With the new engine, power was increased to 207 bhp (154 kW; 210 PS) (@ 5900 rpm) for North American-delivered cars and to 231 bhp (172 kW; 234 PS) (@ 5900 rpm) for most other markets. This version of the 911 accelerated 0–60 mph (100 km/h) in 5.4 seconds and had a top speed of 150 mph (242 km/h) as measured by Autocar. Factory times were more modest: 0–60 mph time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.

 

The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan.

 

Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to an L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map and chip programming from October 1986 further improved the power to 217 bhp (162 kW; 220 PS) (@ 5900 rpm) for North American delivered cars as well as for other markets mandating low emissions, like Germany.

 

Three basic models were available – coupé, targa and cabriolet. The Carrera is almost indistinguishable from the SC with the external clue being the front fog lights that were integrated into the front valance. Only cosmetic changes were made during the production of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.

 

In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the "Turbo-look". It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive "tea tray" tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were high for its first two years in the United States because the desirable 930 was not available.

 

The 911 Carrera Club Sport (CS) (option M637), 340 of which were produced from August 1987 to September 1989, is a reduced weight version of the standard Carrera that, with engine and suspension modifications, was purpose built for club racing. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof (except one unit), air conditioning (except two unit), radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid "Carrera" logo, all in order to save an estimated 70 kg in weight. With the exception of CSs delivered to the UK, all are identifiable by the "CS Club Sport" decal on the left front fender and came in a variety of colors, some special ordered. Some U.S. CS's did not have the decal installed by the dealer; however, all CS's have a "SP" stamp on the crankcase and cylinder head. The UK CS's were all "Grand Prix White" with a red "Carrera CS" decal on each side of the car and red wheels. Although the CS was well received by the club racers, because it cost more than the stock 911, but had fewer comfort features. According to Porsche Club of America and Porsche Club Great Britain CS Registers, 21 are documented as delivered to the U.S. in 1988 with 7 in 1989, one to Canada in 1988 and 53 to the United Kingdom from 1987 to 1989.

 

For 1989, Porsche produced the 25th Anniversary Special Edition model to mark the 25th year of 911 production. The 1989 Porsche brochure lists production of 500 U.S. market cars, of which 300 were coupés (240 in silver metallic paint and 60 in satin black metallic, and 200 cabriolet models (160 in silver and 40 in black). All had "silk grey" leather with black accent piping and silk grey velour carpeting. Included were body color Fuchs wheels in 6x16 (front) and 8x16 (rear), stitched leather console with an outside temperature gauge and a CD or cassette holder, a limited slip differential, and a short shifting gear lever, as well as small bronze "25th Anniversary Special Edition" badges

 

According to the manufacturer, around 150,000 911 cars from the model years 1964 to 1989 are still on the road today.

 

The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2,104) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version production was 171. The Speedster started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.

 

Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).

 

964 SERIES (1989–1993)

In late-1989, the 911 underwent a major evolution with the introduction of the Type 964. With technologies from the 959 model, this would be an important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone. It was launched as the Carrera 4, the "4" indicating four-wheel-drive, demonstrating the company's commitment to engineering. Drag coefficient was down to 0.32. A rear spoiler deployed at high speed, preserving the purity of line when the vehicle was at rest. The chassis was redesigned overall. Coil springs, ABS brakes and power steering made their debut. The engine was increased in size to 3600 cc and developed 250 PS (184 kW). The rear-wheel-drive version, the Carrera 2, arrived a year later.

 

The 964 incarnation of the 911 Turbo returned in 1990 after an absence from the price lists. At first it used a refined version of the 3.3 L engine of the previous Turbo, but two years later a turbo engine based on the 3.6 L engine of the other 964 models was introduced.

 

In 1990, Porsche introduced the ahead-of-its-time Tiptronic automatic transmission in the 964 Carrera 2, featuring adaptive electronic management and full manual control. The 964 was one of the first cars in the world offered with dual airbags standard (from 1991), the first being the Porsche 944 Turbo (from 1987).

 

In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe only. In 1993, appeals from American customers resulted in Porsche developing the RS America of which 701 were built. In 1994, the RS America returned with rear seats. A total of 84 RSA's were made in 1994. However, while European RS was a homologation special, RS America was an option delete variant of the regular model. The RS 3.8 of 1993 had Turbo-style bodywork, a larger fixed whale tail in place of the movable rear spoiler, and a 300 PS (221 kW) 3746 cc engine.

 

Since the RS/RS America was intended as a no-frills, higher performance version of the 964, there were four factory options available: a limited-slip differential, AM/FM cassette stereo, air conditioning, and a sunroof. The interior was more basic than a standard 911 as well; for example the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism. Although the RS America was about $10,000 cheaper than a fully equipped C2 at the time of their production, these models now command a premium price on the used market over a standard 964 (RS Europe was about $20,000 more expensive than a C2).

964 Turbo (1990–1994)

 

In 1990 Porsche introduced a Turbo version of the 964 series. This car is sometimes mistakenly called 965 (this type number actually referred to a stillborn project that would have been a hi-tech turbocharged car in the vein of the 959). For the 1991 through 1993 model years, Porsche produced the 964 Turbo with the 930's proven 3.3 L engine, improved to produce 320 PS (235 kW). 1994 brought the Carrera 2/4's 3.6 L engine, now in turbo-charged form and sending a staggering 360 PS (265 kW) to the rear wheels. With the 993 on the way, this car was produced through 1994 and remains rather rare.

993 Series (1994–mid 1998)

 

The 911 was again revised for model year 1994 under the internal name Type 993. This car was significant as it was the final incarnation of the air-cooled 911 first introduced in 1964. Most enthusiasts and collectors consider the 993 to be the best of the 911 series. As Car & Driver noted, "Porsche's version of the Goldilocks tale is the 993-generation 911, the one many Porschephiles agree that the company got just right," with an "ideal blend of technology and classic 911 air-cooled heritage."

 

The exterior featured all-new front and rear ends. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the 959. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay and completed in 1991.

 

Along with the revised bodywork, mechanically the 993 also featured an all-new multilink rear suspension that improved the car's ride and handling. This rear suspension was largely derived from the stillborn Porsche 989's rear multilink design, and served to rectify the problems with earlier models' tendency to oversteer if the throttle or brakes were applied mid-corner. These modifications also reduced previous 911's lift-off oversteer problems to a much more moderate degree.

 

The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition. Engine capacity remained at 3.6 L, but power rose to 272 PS (200 kW / 268 BHP) thanks to better engine management and exhaust design, and beginning with model year 1996 to 286 PS (210 kW / 281 BHP). The 993 was the first Porsche to debut variable-length intake runners with the "Variocam" system on 1996 models. This addressed the inherent compromise between high-rpm power production and low-rpm torque production, and was one of the first of its kind to be employed on production vehicles. However, the Varioram version with its ODB II had issues with carbon deposits, resulting in failed smog tests. This caused expensive repairs, and made comparisons with the 1995 car (with OBD I and just 12 hp less) inevitable. Meanwhile, a new four-wheel-drive system was introduced as an option in the form of the Carrera 4, the rear-wheel-drive versions simply being called Carrera or C2. A lightweight RS 993 had a 3.8 L engine with 300 PS (221 kW / 296 BHP), and was only rear-wheel drive.

 

Non-turbo models appeared that used the Turbo's wide bodyshell and some other components (the Carrera 4S and later the Carrera S) but not the large tack-on Turbo "hibachi" spoiler. "The Carrera S series (C2S) from 1997 thru 1998 is (according to most Porsche enthusiasts) the most highly sought after version of the 993."

 

The Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window. The expensive air-cooled 993 Targa had a limited release between 1996 and 1998. [Production numbers: 1996: US/Can: 462 ROW: 1980, 1997: US/Can: 567 ROW: 1276, 1998: US/Can: 122 (100 Tiptronic / 22 Manual)]

 

As an investment, the 1997 and 1998 C2S version has proven the most desirable (apart from even rarer models such as the RS and Turbo S). "Many find that they are the best looking 911 there is and used prices have always seemed to reflect this. They command a hefty premium in today's market and the very best example wide body cars can be priced more than the higher mileage Turbos." Of the widebody 993 series, "The purists will want 2 wheel drive and nothing else will do." Similarly, purists will insist upon the manual transmission over the automatic "Tiptronic" version; this is even more true in the case of the 993 as compared with other models, because Porsche 993s were the first production model (apart from the 959 supercar) to feature a 6-speed manual transmission. The C2S wide-body 993s are in scarce supply, with none built in 1995 or 1996, and just 759 units made for North America in 1997, with a final supply of 993 in 1998, for a total of 1,752 C2S examples overall.

 

993 TURBO (1995–1997)

A Turbo version of the 993 was launched in 1995 and became the first standard production Porsche with twin turbochargers and the first 911 Turbo to be equipped with permanent all-wheel-drive (the homologated GT2 retained RWD). The similarity in specification and in performance levels inspired several comparison road tests with the Porsche 959. The 3.6 L twin turbo M64/60 engine produced 408 PS (300 kW / 402 BHP).

 

In 1997, Porsche introduced a limited run of 183 copies of the 993 911 Turbo S with 24 PS (17.7 kW) over the regular Turbo's 400 PS (294 kW). Features include a scoop on the side right behind the doors for engine cooling and vents on the whale tail rear spoiler.

 

WATER-COOLED ENGINES (1998–PRESENT)

996 SERIES (1998/9–2004)

The water-cooled Type 996 replaced the air-cooled mechanism used in the 911 for 34 years. This was also the first major re-design to the body shell. The 996 styling shared its front end with Porsche's mid engined Boxster. Pinky Lai's work on exterior won international design awards between 1997 and 2003.

 

The Carrera model had a 0.30 coefficient of drag. The interior was criticized for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s.

 

The Type 996 spawned over a dozen variations, including all-wheel-drive Carrera 4 and Carrera 4S (which had a 'Turbo look') models, the club racing-oriented GT3, and the forced-induction 996 Turbo and GT2. The Turbo, four-wheel-drive and twin-turbo, often made appearances in magazines' lists of the best cars on sale.

 

The Carrera and Carrera 4 underwent revisions for model year 2002, receiving clear lens front and rear indicator lights which were first seen on the Turbo version two years earlier. This allowed the 911 to be more distinguishable from the Boxster. A mildly revised front fascia was also introduced, though the basic architecture remained.

 

Engine displacement was 3.4 L and power 300 PS (221 kW) featuring dry sump technology and variable valve timing, increased in 2002 to 3.6 L and 320 PS (235 kW).

 

The roof system on the convertible transformed the car from a coupé to a roadster in 19 seconds. The car is equipped with a rear spoiler that raises at speeds over 120 km/h. It can also be raised manually by means of an electric switch.

 

Starting from the models with water-cooled engines, 911 Carreras do not come with rear limited-slip differential, except the 40th Anniversary 911, GT2, GT3 and Turbo. The exception would be for MY1999 where the limited-slip differential was available as option code 220.

 

996 GT3 (1999–2004)

Porsche released a road version GT3 version of the 996 series which was derived from the company's racing GT3. Simply called GT3, the car featured lightweight materials including thinner windows. The GT3 was a lighter and more focused design with the emphasis on handling and performance. The suspension ride height was lowered and tuned for responsiveness over compliance and comfort. These revisions improved handling and steering. Of more significance was the engine used in the GT3. Instead of using a version of the water-cooled units found in other 996s, the naturally aspirated engine was derived from the Porsche 911 GT1 '98 sports-prototype racing car and featured lightweight materials which enabled the engine to rotate at high speeds.

 

The engine was a naturally aspirated 3600 cc flat-six (F6) rather than either engine from the pre-facelift and revised Carrera. It produced 360 bhp (268 kW; 365 PS) at first and later improved to 381 bhp (284 kW; 386 PS) at the end of the 996 series' revision.

 

The GT3 did not feature rear seats.

 

996 TURBO (2001–2005)

In 2000, Porsche launched the Turbo version of the Type 996 for MY 2001. Like the GT3, the new Turbo engine derived from the 911 GT1 engine and, like its predecessor, featured twin-turbos and now developed 420 PS (309 kW). Also like its predecessor the new Turbo was only available with all-wheel drive. In 2002, a US$17,000 factory option, the X50 package, was available that boosted the engine output to 450 PS (331 kW) with 620 N·m (457 lb·ftf) of torque across a wide section of the power band. With the X50 package in place the car could make 0–100 km/h in 3.91 seconds. Later on toward the end of the 996 life cycle, a 996 Turbo S coupé also returned to the US along with a new debut of the Turbo S Cabriolet boasting even more power - 450 PS (331 kW) and 620 N·m (457 lb·ftf) - than the regular Turbo. The Turbo can reach a top speed of 189 mph (304 km/h).

 

The styling was more individual than previous Turbos. Along with the traditional wider rear wings, the 996 Turbo had different front lights and bumpers when compared to the Carrera and Carrera 4. The rear bumper had air vents that were reminiscent of those on the Porsche 959 and there were large vents on the front bumper, which have been copied on the Carrera 4S and Cayenne Turbo.

 

Most important of all, the Styling of 996 Turbo was done, for the first time (1997) in the company history and in the car design field, with the help of Computer Aided Styling. Practically a digital Styling model existed before the full size clay model, and 99% of the Styling changes were done on the digital model and then the clay model would be milled (CNC) in order to present to the top management for approval.

 

997 SERIES (2005–2012)

In 2005, the 911 was revised and the 996's replacement, the 997, was unveiled. The 997 keeps the basic profile of the 996, bringing the drag coefficient down to 0.28, but draws on the 993 for detailing. In addition, the new headlights revert to the original bug-eye design, drifting from the teardrop scheme of the 996. Its interior is also similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. The 997 shares less than a third of its parts with the outgoing 996, but is still technically similar to it.

 

Initially, two versions of the 997 were introduced - the rear-wheel-drive Carrera and Carrera S. While the base 997 Carrera produced 325 PS (239 kW) from its 3.6 L Flat 6, a more powerful 3.8 L 355 PS (261 kW) Flat 6 powers the Carrera S.

 

In late 2005, Porsche announced the all-wheel-drive versions to the 997 lineup. Carrera 4 models (both Carrera 4 and Carrera 4S) were announced as 2006 models. Both Carrera 4 models are wider than their rear-wheel-drive counterparts by 32 mm to cover wider rear tires. 0–60 mph (97 km/h) for a base Carrera 4 with the 325 PS (239 kW; 321 hp) engine was reported at 4.5 seconds according to Edmunds.com. The 0–100 km/h acceleration for the Carrera S with the 355 PS (261 kW; 350 hp) was noted to be as fast as 4.2 seconds in a recent Motor Trend comparison, and Road & Track has timed it at 3.8 seconds.

 

WIKIPEDIA

Rebuilt Class 47.3, alongside a 4-6-0. Most of the Class 47s retain the Class 40 style bodyshell, but this has been rebuilt.

Austin Healey *Sebrig Sprite (1960) Engine 1293cc S4 OHV

Registration Number 184 FGJ

Race Number 33 Charles + India Clegg

AUSTIN HEALEY SET

www.flickr.com/photos/45676495@N05/sets/72157623759812996...

 

The original Sebrig Sprite Coupes were created by Jonh Sprizel at his London tuning business, in the 1960s, around six were built which were raced and rallied by him and other enthusiasts,. The alloy coupe tops, and fibreglass Sebrig bonnets were built by Williams & Pritchard. Two of the cars took part in the 1961 Sebring 4 hours race in the hands of Stirling and Pat Moss. There were other similar examples, including a fastback version produced (more cheaply) by Peel Coachworks,

 

184 FGC

Was the registration number of S221, restored by Archers Garage some years back, the aluminium Peel fastback body was removed and a new Coupé top was made and fitted by Len Pritchard. The car's owner Chris Clegg retained the fastback bodywork and the registration 184 FGJ, which was on the car during Peter Clark's ownership, on a retention certificate. these two items were brought back together by Chris son Charlie together with a new bodyshell to create a new Peel Sebring.the car being assembled and painted in 2008.

On his first outing with the car at Silverstone in August 2009, Charles was awarded driver of the day.

 

This car raced in the Pre 63 GT race at Silverstone

 

A big thankyou for an incredible 23.9 Million views

 

Shot 04:05:2014 at the Donington Historic Festival REF 102-060

 

Great Western Railway Class 800, 800026, is seen at London Paddington as it prepares to depart with the 1U28 to Bristol Temple Meads.

 

The British Rail Class 800 is a type of bi-mode multiple unit designed and produced by Hitachi for use in the United Kingdom on the Great Western Main Line since October 2017. They use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built by Hitachi since 2014. They are very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.

 

The units first entered service on the Great Western Main Line on 16 October 2017, under the brand name "Intercity Express Train (IET)" and the units entered service on the East Coast Main Line on 15 May 2019, under the brand name "Azuma." The planned launch date had been December 2018, but this was put back when the trains were found to interfere with trackside signalling equipment.

 

These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.

 

The Class 800 units are part of the Intercity Express Programme (IEP) and are part of the Hitachi AT300 product family. Train operating companies have also given the train separate brands. On Great Western Railway, they are known as Intercity Express Trains (IET) and on London North Eastern Railway, they are known as Azumas.

The Mazda Luce (Italian for 'light') was the largest Mazda model available, at launch in 1969, through to 1991. The second generation car was launched in 1972, the LA2.

 

The car was still compact by US standards, at 1660 mm wide and approximately 4500 mm long.

 

Mazda installed their 12A and 13B twin-rotor rotary engines to produce the Mazda RX4 performance coupe (using the Luce 2-door bodyshell).

 

Conventional Luces used a conventional 94 PS 1.8 L, or 103 PS 2.0 litre 4-cylinder engine.

 

The car received a more conventional styling update in 1976 (LA3), losing some of the period cool of the LA2. The overall body form though, still reflected a Japanese interpretation of the period coke-bottle styling.

 

The LA2 Luce Coupe is shown here.

Porsche 911 Carrera RS (1973-74) Engine 2687cc HO6 OC Production 1580

 

Registration Number ABW 359 L

 

PORSCHE SET

 

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

 

The Carrera name was reintroduced to in 1973, originally applied to the 356 Carrera and in turn came from Porsche class victories in the Carrera Panamerica races accross Central America in the 1950's. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210bhp. With revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wheel arches. In RS Touring form it weighed 1075 kg, in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be required to qualify for FIA Group 4 Class.

 

49 Carrera RS cars were built with 2808 cc engines

 

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price.

 

Shot at the VSCC Spring Start, Silverstone 20-21 April 2013 REF:90C-909

See more car pics on my facebook page!

 

The Maserati Shamal (Tipo 339) is a compact, two-door coupé introduced by Italian automaker Maserati on December 17, 1989. It is named after shamal, a hot summer wind that blows in large areas of Mesopotamia. The Shamal was designed byMarcello Gandini, who is famous for designing the Lamborghini Countach and the Lamborghini Miura. The Shamal shows its Biturbo heritage in the doors, interior, and basic bodyshell, which were carried over from the Biturbo. Gandini's styling signature is visible in the profile of the rear wheel wheel arch which resembles that of the Lamborghini Countach.

 

The center pillar acts as a roll bar and is always finished in black, a distinguishing characteristic of the Shamal. The name "Shamal" appears on either side of the central pillar in chrome lettering. The car has alloy wheels, a small rear spoiler and a blacked-out grille with chrome accents.

 

The two-seat interior of the Shamal features extended leather seat cushions, temperature control and the famous Maserati oval clock, which is situated in the centre of the dashboard. The gear lever is finished in elm. While built for comfort as well as performance, the Shamal was not as luxuriously appointed as the similar Maserati Ghibli II.

 

The front-engined Shamal is powered by a 3.2-litre twin-turbocharged V8, DOHC and 32 valves engine (AM 479) producing some 326 bhp (243 kW). It has a six-speed Getrag manual transmission and an electronic active suspension control system. This system updates the adjustment on each wheel, based on road conditions and the level of comfort desired.

 

The Shamal has a top speed of 168 mph (270 km/h) and a 0 to 60 mph (97 km/h) acceleration time of 5.3 seconds.

 

The final year of production for the Maserati Shamal was 1996. Factory figures indicate that 369 Shamals were produced between 1989 and 1996.

 

- - -

 

(Wikipedia)

 

Rover SD1 is both the code name and eventual production name given to a series of executive cars built by British Leyland (BL), under the Rover marque. It was produced through its Specialist, Rover Triumph and Austin Rover divisions from 1976 until 1986, when it was replaced by the Rover 800. The SD1 was marketed under various names including Rover 3500, Rover 2300 and Rover Vitesse. In 1977 it won the European Car of the Year title.

 

In "SD1", the "SD" refers to "Specialist Division" and "1" is the first car to come from the in-house design team. The range is sometimes wrongly referred to as "SDi" ("i" is commonly used in car nomenclature to identify fuel injection).

 

The SD1 can be considered as the last "true" Rover, being the final Rover-badged vehicle to be produced at Solihull, as well as being the last to be designed largely by ex-Rover Company engineers and also the final Rover car to be fitted with the Rover V8 engine. Future Rovers would be built at the former British Motor Corporation factories at Longbridge and Cowley; and rely largely on Honda.

 

Design

 

The new car was designed with simplicity of manufacture in mind in contrast to the P6, the design of which was rather complicated in areas such as the De Dion-type rear suspension. The SD1 used a well-known live rear axle instead. This different approach was chosen because surveys showed that although the automotive press was impressed by sophisticated and revolutionary designs the general buying public was not, unless the results were good. However, with the live rear axle came another retrograde step – the car was fitted with drum brakes at the rear.

 

Rover's plans to use its then fairly new 2.2 L four-cylinder engine were soon abandoned as BL management ruled that substantially redesigned versions of Triumph's six-cylinder engine were to power the car instead. The Rover V8 engine was fitted in the engine bay. The three-speed automatic gearbox was the BorgWarner 65 model.

 

The dashboard of the SD1 features an air vent, unusually, directly facing the passenger. The display binnacle sits on top of the dashboard in front of the driver to aid production in left-hand drive markets. The air vent doubles as a passage for the steering-wheel column, and the display binnacle can be easily fitted on top of the dashboard on either the left or right-hand side of the car.

 

An estate body had been envisaged, but it did not get beyond the prototype stage. Two similarly specified estates have survived, and are exhibited at the Heritage Motor Centre and the Haynes International Motor Museum respectively. One was used by BL chairman Sir Michael Edwardes as personal transport in the late 1970s. The two cars as befit prototypes differ in the detail of and around the tailgate. One car has a recessed tailgate, while the other has a clamshell arrangement, where the whole tailgate is visible when closed.

 

The SD1 was intended to be produced in a state-of-the-art extension to Rover's historic Solihull factory alongside the TR7. It was largely funded by the British government, who had bailed BL out from bankruptcy in 1975. Unfortunately this did nothing to improve the patchy build quality that then plagued all of British Leyland. That, along with quick-wearing interior materials and poor detailing ensured that initial enthusiasm soon turned to disappointment.

 

Initial model and first additions to range

 

Rover 2300 6-cylinder engine, in situ in SD1

This car was launched on its home market in June 1976 in liftback form only, as the V8-engined Rover 3500: SOHC 2.3 L and 2.6 L sixes followed a year later. The car was warmly received by the press and even received the European Car of the Year award for 1977. Its launch on the European mainland coincided with its appearance at the Geneva Motor Show in March 1977, some three months after the Car of the Year announcement. Dealers had no left-hand drive cars for sale, however, since production had been blocked by a tool makers' strike affecting several British Leyland plants and a "bodyshell dispute" at the company's Castle Bromwich plant. Closer to home, the car and its design team received The Midlander of the Year Award for 1976, because they had between them done most in the year to increase the prestige of the (English) Midlands region.

 

Poor construction quality was apparent even in the company's press department fleet. The British magazine Motor published a road test of an automatic 3500 in January 1977, and while keen to highlight the Rover's general excellence, they also reported that the test car suffered from poor door seals, with daylight visible from inside past the rear door window frame's edge on the left side of the car, and a curious steering vibration at speed which might (or might not) have resulted from the car's front wheels not having been correctly balanced. Disappointment was recorded that the ventilation outlet directly in front of the driver appeared to be blocked, delivering barely a breeze even when fully open; the writer had encountered this problem on one other Rover 3500, although he had also driven other cars of the same type with an abundant output of fresh air through the vent in question. Nevertheless, in March 1977, Britain's Autocar was able to publish an article by Raymond Mays a famous racing driver and team manager during, in particular, the 1930s, 1950s and 1960s, in which Mays explained why, after driving it for 12,000 miles, he considered his Rover 3500 was "the best car he [had] ever had", both for its many qualities as a driver's car and for its excellent fuel economy even when driven hard. Similar problems persisted until 1980 and were reported in tests of the V8-S version.

 

In television shows John Steed in The New Avengers and George Cowley in The Professionals both used yellow Rover 3500 models. Although using different registration numbers both were possibly the same car.

 

[Text from Wikipedia]

Originally conceived by British Leyland, the Metro was built to similar principals as those of the Mini it was intended to replace, with a small, practical platform with as much use available to the passenger as was possible. The car came under various initial guises, including the Austin Metro, the Austin miniMetro, the Morris Metro van and the MG Metro, a version of the car with a 1.3L A-Series Turbo Engine.

 

Although the car was launched in 1980, development of a Mini replacement had dated back to the beginning of the 70's. Dubbed ADO88 (Amalgamated Drawing Office project number 88), the Metro was eventually given the go ahead in 1977, but wanted to have the appeal of some of the larger 'Supermini' (what a contradiction in terms) cars on the market, including cars such as the Ford Fiesta and the Renault 5. Designed by Harris Mann (the same guy who gave us the Princess and the Allegro), the car was given a much more angular body for the time, but despite its futuristic looks did share many features of the earlier Mini, including the 675cc BMC-A Series engine that dated back to 1959, and the gearbox. Initial cars also included the Hydragas Suspension system originally used on the Allegro and the Princess, though with no front/rear connection. The car was also built as a hatchback, which would eventually be a key part of its success as the Mini instead utilised only a small boot.

 

The Metro was originally meant for an earlier 1978 launch, but a lack of funds and near bankruptcy of British Leyland resulted in the car's launch being pushed back. This delay however did allow the folks at Longbridge to construct a £200m robotic assembly plant for the new Metro line, with the hope of building 100,000 cars per year. Finally the car entered sales 3 years late and got off to quite promising initial sales, often being credited for being the saviour of British Leyland. The Metro was in fact the company's first truly new model in nearly 5 years, with the 9 year old Allegro still in production, the 1980 Morris Ital being nothing more than a 7 year old Marina with a new face, and the 5 year old Princess not going anywhere!

 

As mentioned, an entire myriad of versions came with the Metro, including the luxury Vanden Plas version and the sporty MG with its top speed of 105mph and 0-60mph of 10.1 seconds. Eventually the original incarnation of the car, the Austin Metro, went on to sell 1 million units in it's initial 10 year run, making it the second highest selling car of the decade behind the Ford Escort. However, like most other British Leyland products, earlier cars got a bad reputation for poor build quality and unreliability, combined with the lack of rustproofing that was notorious on many BL cars of the time.

 

The show was not over however, as in 1990 the car was given a facelift and dubbed the Rover Metro. The 1950's A-Series engine was replaced by a 1.1L K-Series, and the angular bodyshell was rounded to similar principals as those by acclaimed styling house Ital to create a more pleasing look for the 90's. This facelift, combined with an improvement in reliability and build quality, meant that the car went on to win the 'What Car?' of the Year Award in 1991.

 

In 1994 the car was given yet another facelift, with once again a more rounded design and removal of the Metro name, the car being sold as the Rover 100. Engines were once again changed, this time to a 1.5L Peugeot engine and more audacious colour schemes were available for the even more rounded design of the new car. However, the car was very much starting to look and feel its age. Aside from the fact that the design dated back to 1977, the new car was not well equipped, lacking electric windows, anti-lock brakes, power steering, or even a rev counter! In terms of safety, it was very basic, with most features such as airbags, an alarm, an immobiliser and central locking being optional extras.

 

Eventually the curtain had to fall on the Metro, and in 1997, twenty years after the initial design left the drawing board, it was announced that the car would be discontinued. Spurred on by dwindling sales due to lack of safety and equipment, as well as losing out to comparative cars such as the ever popular Ford Fiesta, VW Polo and Vauxhall Corsa, with only fuel economy keeping the car afloat, Rover axed the Metro in 1998 with no direct replacement, although many cite the downsized Rover 200 a possible contender. Stumbling blindly on, the next car to fill the gap in Rover's market was the 2003 CityRover, based on the TATA Indica, which flopped abysmally and pretty much totalled the company (but that's another story).

 

In the end only 2,078,000 Metro's were built in comparison to the 5.3 million examples of the Mini that it was meant to replace. The main failings of the Metro were down to the fact that the car was too big compared to the Mini, and the rounded old-world charm of the Coopers and Clubmans was replaced by the angular corners. Because of this the car simply didn't have the novelty that the Mini continued to claim even 20 years after the first ones left the factory, and the Mini would even go on to outlive the Metro by another 2 years, ending production in 2000, then going on to have a revival in the form of BMW's New Mini Cooper that's still being built today. Unlike the Mini, the Metro also failed to conquer the international market in the same way, scoring its 2 million units pretty much in Britain alone, although some cars were sold in France and Spain, but only to the total of a few hundred.

 

The Metro however survived only on fuel economy and its spacious interior, but by the early 1990's, whilst other car manufacturers had moved on leaps and bounds, Rover continued to be stuck in the past with not the money or the enthusiasm to change what was a terribly outdated and extremely basic car. Towards the end the Metro, which had only a few years earlier won awards for its practical nature, was ending up on lists for Worst car on the market.

 

Today however you can still see Metro's, later editions are especially common on the roads of Britain. Earlier models built under British Leyland have mostly rusted away and are apparently only down to about a thousand nowadays, but the Rover 100's and Rover Metros continue to ply their trade, a lonely reminder of how here in Britain, we can never ever seem to move on!

Replica?

 

see comments below

 

The history of the Lotus Cortina begins around 1961, when the best of Ford and Lotus got together. Colin Chapman had been looking to build his own engines for Lotus for quite some time (mainly because the Coventry Climax unit was so expensive). Colin Chapman's chance came when he commissioned Harry Mundy (close friend, designer of the Coventry Climax engine and technical editor for The Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997 cc and 1,340 cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centered on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine. The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine was used in production cars (Lotus Elan) it was recalled and replaced with a larger capacity unit (82.55 mm bore to give 1,558 cc). This was done to get the car closer to the 1.6 litre capacity class in motorsport.

 

Whilst the engine was being developed Walter Hayes (Ford) was on a major motorsport drive and asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. Colin Chapman quickly accepted, although it must have been very busy in the Cheshunt plant what with the Elan about to be launched. The speed at which things started moving is incredible by today's standards as the Type 28 or Lotus-Cortina or Cortina-Lotus (as Ford liked to call it) was born. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,558 cc (105 bhp (78 kW; 106 PS)) motor, together with the same close ratio gearbox as the Elan. The rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Also lightweight casing were fitted to gearbox and differential. All the Lotus factory cars were white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator panel (from the drivers position).

 

Interior mods were limited to a center console designed for the new gear lever position, different seats and the later style dash featuring tachometer, speedo, oil pressure, water temp and fuel level. Rather special though was the good looking wood-rimmed steering wheel.

 

The suspension changes to the car were quite extensive; the car received shorter struts up front, forged track control arms and 5.5J by 13 steel wheel rims. The rear was even more radical with vertical coil spring/dampers replacing the leaf springs and two trailing arms with a A- bracket (which connected to the diff housing and brackets near the trailing arm pivots) sorting out axle location. To support this set up further braces were put behind the rear seat and from the rear wheelarch down to chassis in the boot.

 

The stiffening braces meant the spare wheel had to be moved from the standard cortina's wheel well and was bolted to the left side of the boot floor. The battery was also put in the boot behind the right wheelarch, both of these changes made big improvements to overall weight distribution. Another improvement the Lotus Cortina gained was the new braking system (9.5 in (240 mm) front discs) which was built by brake specialist Girling, this system also was fitted to Cortina GT's but without a servo which was fitted in the Lotus Cortina engine bay. Firstly the engine's were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton this was done until 1966 when Lotus moved to Hethel in Norwich where they had their own engine building facilities. The Lotus Cortina used a 8.0 in (200 mm) diaphragm-spring clutch whereas Ford fitted coil-spring clutches to the rest of the range. The rest of the gearbox was identical to the Lotus Elan. This led to a few problems because the ultra-close gear ratios were perfect for the race track or open road, but the clutch was given a hard time in traffic, so the ratios were later changed. The early cars were very popular and earned some rave reviews; one magazine described the car as a tin-top version of a Lotus 7. It was 'THE car' for many enthusiasts who before had to settle for a Cortina GT or a Mini-Cooper and it also amazed a lot of the public who were used to overweight 'sports cars' like the Austin-Healey 3000. The launch was not perfect however, the car was too specialist for some Ford dealerships who did not understand the car; there are a few stories of incorrect parts being fitted at services. There were a few teething problems reported by the first batch of owners, (most of these problems show how quickly the car was developed) some of the engines were down on power, the gear ratios were too close and the worst problem was the diff housing coming away from the casing. This problem was mainly caused by the high loads put on the axle because of the A bracket it was an integral part of the rear suspension. This was made even worse by the fact any oil lost from the axle worked its way on to the bushes of the A bracket. There were 4 main updates made to the Mk1 Lotus during its production to solve some of these problems. The first change was a swap to a two-piece prop shaft and the lighter alloy transmission casing were changed for standard Ford items; this also included swapping the ultra close ratio gears for Cortina GT gear ratios, the main difference was 1st, 2nd and reverse were much higher ratios. It was also around this time in 1964 that standard panels were used rather than the light alloy ones. You could however specify all the alloy items and ultra-close ratios when buying new, and many people went for these options. The 2nd main change came in late 1964 when the entire Cortina range had a facelift which included a full width front grille and aeroflow outlets in the rear quarters because the Lotus Cortinas also gained Ford's new ventilation system which also included an update to the interior. The third and probably most important change came mid 1965 when the Lotus rear suspension was changed for the leaf springs and radius arms of the Cortina GT. This replaced all the stiffening tubing as well. The last update also came in 1965 when the rear drums were swapped for self adjusting items and also the famous 2000E gearbox ratios were used. These lowered 1st and reverse about halfway between the Cortina GT ratios and the ultra close ratio box. All these changes made the cars less specialized but far more reliable and all the special parts were still available for competition as well as to members of the public. The Lotus Cortina had by this time earned an awesome competition reputation. It was also being made in left hand drive when production finished around late 1966 and the Mk2 took over.

For my video; youtu.be/FgL5LQqEZkk

Dalla Via bodied Iveco 370. A Dalla Via employee's history of the company (translated from Italian):

 

From Crisis to Via Body

 

The body produces buses, suburban and luxury featuring names of artists (Giotto, Titian, Palladio, Tintoretto). Currently, for Titian and Tintoretto public transport companies for private travel companies. The workers assemble buses starting from a frame (Iveco Italy, Mercedes Germany, Daf Netherlands) in three production departments (shells, painting, assembly) coordinated by a technical department.

 

The "Luigi Dalla Via" currently employs 75 employees (56 workers and 19 employees). Since the crisis, in October 2006, nine workers were laid off and another was not renewed the fixed-term contract of 2 years.

 

When he was in his historic home in the center of Schio, before his transfer to the industrial area, the factory employed 200 employees. In the mid-70s were already reduced to 120-130.

 

Throughout the production cycle is inside the factory; does not exist, that is, work entrusted to outside firms; professional working is artisanal, very high. The technical department invents and creates the model, the bus line.

 

In the early '80s, Stefanelli, current Chairman of the Board (representative of Iveco in Triveneto and former owner of the municipal transport companies, including the historic Siamic) joins the company of Andrea Dalla Via, son of the founder of the body, by imposing ' current CEO Alberto Tonzig and reaching the majority of the property divided by the rest with the heirs of Andrea Dalla Via.

 

In those years the conflict metalworkers is still very high. The awareness of the conflict is also developed in the body Dalla Via, where you have a serious problem to the union apparatus and a timely political action in disputes and contracts, which is also expressed by overcoming the specific working conditions of the factory and the 'membership - maybe a determined minority of workers - the national strikes organized by trade unions basis (Cobas, Cub, ...) against imperialist wars in Palestine, Yugoslavia, Iraq, Afghanistan.

 

The factory is repressed through disciplinary action, suspension, threats of layoffs, bullying ... any form of political expression that is not the union's institutional.

 

The CEO for nearly 30 years Tonzig centralizes an absolute command in the factory is its every decision of any kind, administrative, technical, purchasing inventory, production changes, staff relations ... This inappropriate and absurd centralization of functions of ' administrator, the failure to invest in research and therefore the application of new technologies, the inability to innovate and exceed Toyotism before and after the new European regulations on goods and their movement are the main elements of the crisis.

 

The decision not to hire technical staff to participate in tenders and public auctions, in order to introduce new engines with the limitation of consumption and pollution, the late and incomplete computerization of the stock, the lack of internal organization departments has led to the latest and most great crisis of the body.

 

The elimination of the spare chassis for their high fixed cost in the balance sheet has prevented the company, unlike other times as "difficult", the shift of production in the construction of bus base. In this way, in earlier periods of the IGC, there was a sort of continuity in the production which provided part of the "rotation" for the workers, except for those awkward shapes, policies, deemed "not available."

 

The current crisis is attributed, officially, the inability to have the new chassis "EUR 4" (mandatory for European standards) for a closing "technique" of manufacturers in the sense that "they too were doing." The producers of the chassis, Mercedes, Iveco and Daf are the same as competitors of the Street at public auctions.

 

However, there is a huge delay in the business organization, who suddenly finds himself without frames because the technical department can not do its work independently, as it is completely subordinate to the direction (so much so that it is also "politically separate" in the sense that the technical and administrative staff not participate in the struggles of contract, nor to those for internal disputes).

 

In 2005, the body mandates a "manager" to be rationalization of the production process through

 

I know the job is to "islands" of a department and repair, with the priority of eliminating collective break of 15 minutes unpaid. The attempt fails, the practitioner is paid, but the body produces a commercial agreement to sell its own brand of small buses (short) constructed entirely in Turkey. Business relationship that still continues.

 

Summer 2006: transition from an intensive production rates (shifts, overtime) to the lack of public procurement. The request for a salary adjustment of reward, stalled for more than 10 years, ending with a confrontation with the direction within the Confederation and the misery of a "one-off" the same for all of 250 Euros. In the body there are few members of the union, became trade union services, and very few members Fiom, whose representative he never saw action because the unions in the factories are proportional to the number of tiles.

 

Not only does the conflict is difficult, but also the only resistance struggle to keep the historical achievements after the union agreements in recent years on pensions, 35 hours, 30 Law and recently the theft of the TFR and the future role of the union as a recruitment agency Company in accordance with Law 30.

 

Under these conditions, with workers being undermined by the uncertainty of the assumptions in recent years, the factory Has Opened the crisis, recourse to the ICJ for 18 months.

 

The meetings between MSW, business, trade unions and Confindustria show a severe financial crisis and the lack of a business plan (condition, the latter, in order to obtain the layoffs). Eventually, the plan is clear, but this is the usual restructuring, with the center to create a new model of bus (Mantegna), competitive for public companies, which will reduce costs by 20-30% by reducing department bodyshells and painting, for which the construction of the bus must be external to the factory, maybe delocalized.

 

The renovation also includes a cut in employment of 24 employees, 16 workers and 8 employees, about 75 workers.

 

In the last meeting to get the CIGS (12 months for the crisis in the sector, 18 months for internal restructuring) CEO Tonzig called for a "signal" - of the workers - to the shareholders who had to recapitalize the company: to the suppression of the new 15-minute paid break for all employees for a trial period of one year and the increase in the canteen meal from the political price of 1.30 €, 2 €.

 

Previously there had been an attempt to close the canteen or to rent it (including the two cooks who then lost the warranty contract engineering) to a company that specializes in catering.

 

Workers have exchanged the abolition of Experimental paid break and the rising cost canteen, with the guarantee from the direction of the advance for the first 3 months pending completion of the CIGS bureaucratic for the provision on the part of ' INPS.

 

There was never an announcement of the closure of the factory and perhaps this explains the lack of public mobilization, even if, as expected, the crisis has been invested, the Provincial Administration, the local press and the Mayor of Schio (employee of 'technical department of the body).

 

Since the crisis workers "From the Street" have already lost the certainty of having acquired rights, jobs and having to survive for 18 months (maybe) with 750 € after having guaranteed, as always, the maximum profit for the masters.

 

Surely some have understood that watch and wait for events that can not be counter-productive; others are raising the question of the need to develop a uniform level from the territory, and not just from the workplace.

 

The time unit can not only be union, and not limited to a single work; you have to lay the groundwork for the creation of a political moment of recomposition of the workers as exploited, because their interests are distinct from those of the employer.

 

The workers can not and should not pay the price of the crisis or business closures.

  

I was confused at first as to why a Deltic sounded like a Class 50, until I noticed the number on the side! This is DP2, an English Electric prototype for the Class 50 locomotives that shared the same bodyshell as the earlier Class 55 Deltics, but was powered instead by an English Electric 16CSVT engine of 2,700hp.

 

DP2 was built in 1962 at English Electric's Vulcan Foundry, and was the prototype of a new fleet of diesel express locomotives. The engine was built in the same bodyshell as the Class 55 Deltic locomotives of the same year, but that's where all similarities ended.

 

As mentioned, the locomotive was fitted with a 2,700hp English Electric 16CSVT engine, giving it a top speed of 90mph. It was tested extensively on the West Coast Mainline during 1962, primarily to see how effective it was at combating the steep gradients of Beattock and Shap, both of which posed everyday problems for the ageing fleet of LMS steam engines. Its final test with Vulcan Foundry was a fast running test with a 15-coach train of 483tons between Crewe and Penrith, passing Tebay near the summit of Shap at 80 mph.

 

After tests were completed, the engine was pressed into service operating between Crewe and Birmingham for crew training, and latterly on express trains out of Euston, and finally King's Cross.

 

A nimble locomotive, it worked express passenger workings alongside its Deltic cousins until tragedy struck on the 31st July, 1967, where it struck the wreckage of a derailed freight train near Thirsk in Yorkshire, killing 7 people. The locomotive was taken to York, where it was determined the engine was beyond economic repair and thus was scrapped at its original home of Vulcan Foundry in 1968, the only instance that a unique locomotive, as well as a prototype machine, has been written off due to accident damage. Many of the spares stripped from the engine would eventually find their way into 50017 and finally 50037, including its surviving engine, but this, along with 50037, would meet their maker on a Glasgow scrap-line in December 1992.

Carlos Antunes Tavares

 

Estimated : € 15.000 - 20.000

Sold for € 27.692

 

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

 

- Competed in the European Rally Championship in 1988, 1989 and 1990

- Incredibly well-preserved car, with documentation

- Ex-Carlos Antunes Tavares, future COO of Renault

 

This Renault 21 Turbo is remarkable above all for its authenticity, as it is exactly as it crossed the finishing line of the 1990 International Semperit Rally in Austria, the last event in which it competed, driven by Carlos Antunes Tavares with Jacky Racois as his co-driver. It finished 29th out of the 116 cars that started, and was the third-placed two-wheel drive car in its class. Remarkably well preserved, it still has the racing number 37 as well as advertising decals and various stickers from the scrutineering carried out for previous rallies. It entered the collection directly in January 1991 and was registered in Renault’s name. As can be seen from the transfer certificate, it had covered 17,818km at the time, and now has 17,821km on the clock!

Prepared for rallying in Group N and then Group A, it has a strengthened bodyshell with a roll cage and completely stripped-out interior, fitted with bucket seats, full harnesses and additional instruments.

With this specification, from 1988–1990 the car took part in several rallies in the European Championship, driven by Carlos Tavares, who was yet to become the business leader we know him as today, but rather a development engineer at Renault, working on the forthcoming Clio and Mégane. A motorsport enthusiast since he was a teenager, Tavares took part in various regional rallies from 1983 onwards, then in the European Championship, driving a Renault 5 Alpine and 5 GT Turbo before moving on to the 21 Turbo. Initially entered in in 1988 in Group N, for 1989 and 1990 the car ran in Group A, where the technical regulations were slightly less strict and where it developed nearly 220bhp. Tavares’ best result during this period was 13th overall on the Rali Vinho da Madeira in 1988, with Jean-Paul Retaillieu as his co-driver. In 1989, he also achieved fourth place in his class (and 15th overall) on the Arbö Rallye Steiermark in Austria, with Thierry Dubois, and third place in his class (in the promotional series) on the Rallye Alpin-Behra, with Retaillieu.

 

First presented in 1987, the 21 Turbo did not disappoint: with the help of a Garrett turbocharger, the output of its all-alloy four-cylinder SOHC engine went up to 175bhp, using a technology perfectly mastered by the company, thanks to its successes in Formula 1. With a top speed of over 220kph, the 21 Turbo was one of the quickest French saloons of its time, with a suitably aggressive appearance. In competition, it was particularly successful in 1988, dominating the Supertouring Championship that season, with Jean Ragnotti and Jean-Louis Bousquet behind the wheel. The car we are concerned with here competed in a more accessible category, where only a few modifications were allowed in the regulations, although this did not prevent the best engine tuners from extracting a little extra horsepower from it: as much as 230bhp for the 21 Turbo in Group A.

 

It is extremely unusual for a rally car to be stored away entirely unmodified at the end of its motorsport career. Still bearing the scars of its adventures in rallying, this example will not fail to appeal to fans of rally cars.

G-Model

 

Bonhams : the Zoute Sale

Estimated : € 120.000 - 160.000

Sold for € 138.000

 

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

 

The legendary Porsche 911 Carrera RS resulted from the Zuffenhausen factory's realisation that the excess weight of its top-of-the-range 2.4-litre 911S production model restricted its development potential for racing. It was therefor decided to produced and homologate a special lightweight production variant for competition purposes, which would also incorporate, as standard, specific performance enhancements forbidden as post-production modifications. The result was the Carrera RS (RennSport) of 1972, which featured thinner-gauge metal in its doors, roof, boot lid, floors and even in the gearchange platform. Thinner window glass was provided by Glaverbel and most of the standard sound proofing was removed, while performance modifications included enlarged rear wheel arches to accommodate 7" wide wheel rims, the first of the famous 'duck's tail' spoilers, and the newly enlarged, 2.7-litre, 210 bhp engine.

 

These alterations resulted in the RS having a top speed of around 150 mph while ensuring that it remained stable and controllable right up to the limit. The homologation regulations required that cars had be built to the lightweight, racing specification; customers wishing to purchase a Carrera RS for the road had to specify the Touring package (order number '472') which cost an extra DM 2.500 (£ 430) and offered the greater comfort of the 911S's trimmed and upholstered interior.

 

When the homologation targets had been met, the lightweight RS was discontinued but the Carrera name continued on Porsche's top-of-the-range model, which in its new, series-production form mounted the 210 bhp engine in a full-weight, fully trimmed bodyshell; the tail spoiler was an option. Porsche had first used Bosch's K-Jetronic mechanical fuel injection ('MFI') on 911T models destined for the USA, and this cleaner-running system was adopted for the 2.7-litre cars in 1974. As well as reducing emissions, the Bosch injection made the engine more flexible, with better power delivery at low revs.

 

This Porsche 911 Carrera was delivered new to Barcelona, Spain in March 1975 finished in Grand Prix White with dark red leatherette interior, and left the factory equipped with the following options: tinted windows; rear window with anti-fog system; engine compartment light; and rear fog light. The car was first registered in September 1975 in Barcelona by its first owner, Antonio Giminez Rodriguez, who kept it until 1993, nearly 20 years. It was then sold to Mr Jose Luis Brandes Calvo from Zaragoza. The Carrera stayed in Spain until 2012 and then went to Belgium where it was registered in March 2012. It was last registered in Belgium in February 2014 by Mr Pierre Mélotte.

 

Although it still presented beautifully, in 2016 the current owner decided to re-spray the car completely from bare metal to the highest standard because of a minor crack in the front left wing paintwork and the fact that the paintwork generally was beginning to show signs of age (invoices on file). At the same time the engine, which had only minor oil leaks, was removed for a complete overhaul; the owner, being a perfectionist, wanted his car to be 100%!

 

Service records track the odometer readings from February 1993 at 99,614 kilometres to April 2016 at 56.246 kilometres (actually 156.246 kilometres from new). Additional documentation consists of old Spanish registration papers showing technical inspections from 2000-2011; technical inspection 2014; Porsche Certificate of Authenticity; Porsche 111-point check carried out in 2016; Belgian registration papers; and a Classic Data report confirming the car's condition (before restoration) and its estimated value in 2016 of € 190.000. The car also comes with its original pouch with instruction manuals and service booklet; spare key; and the original spare wheel.

 

Retaining its original dark red interior, beautifully preserved, this Carrera is described by the vendor as in generally excellent condition, ready to enjoy. We have had the pleasure of test-driving the car and can confirm that it performed flawlessly, with a very responsive throttle. This car is worthy of a place in any important collection as direct successor or 'little brother' of the Carrera RS at less than half the price.

Reliant Sabre (1962-64) Engine 1703cc S6 OHV Production 208

 

Registration Number AFH 516 B

 

RELIANT SET

 

www.flickr.com/photos/45676495@N05/sets/72157623815081608...

 

Developed in collaboration with the Israeli motor company Autocars, the first Sabres appeared in 1961 as two-door convertibles, front-engined, rear-drive, with four-cylinder OHV Ford Consul (later "Zephyr 4") engines of 1,703 cc. They had front disc brakes, rack and pinion steering, and a ZF all-synchro gearbox. The front suspension was an unusual leading-arm set-up. Power output was 73 bhp (54 kW) giving at least 90 mph (140 km/h). The bodyshells were originally based upon the Ashley 1172 to which Reliant had acquired the rights. Coupés were introduced in June 1962,

 

An update to the original Sabre with a restyled front end, and for 1964 wishbone front suspension. 109bhp Ford engine with electric fan cooling, triple overdrive option and a ZF gearbox.

 

Thanks for 18.7 million views

 

Shot at The Silverstone Classic 28th July 2013 Ref 95-706

 

The original Audi Quattro competition car debuted in 1980, first as a development car, and then on a formal basis in the 1980 Janner Rally in Austria. Largely based on the bodyshell of the road-going Quattro models (in contrast to the forthcoming Group B cars), the engine of the original competition version produced approximately 300 bhp (224 kW; 304 PS). In 1981, Michèle Mouton became the first female driver to win a world championship rally, piloting an Audi Quattro.[1] Over the next three years, Audi would introduce the A1 and A2 evolutions of the Quattro in response to the new Group B rules, raising power from the turbocharged inline 5-cylinder engine to around 350 bhp (261 kW; 355 PS).

The Quattro A1 debuted at the WRC 1983 season opener Monte Carlo Rally, and went on to win the Swedish Rally and the Rally Portugal in the hands of Hannu Mikkola. Driven by Stig Blomqvist, Mikkola and Walter Röhrl, the A2 evolution won a total of eight world rallies; three in 1983 and five in 1984. Two examples of the same car completely dominated the South African National Rally Championships during 1984 to 1988, with S.A. champion drivers Sarel van der Merwe and Geoff Mortimer at the helm of the 4WD turbo monsters.

n° 56 of 100

 

Bonhams

Les Grandes Marques du Monde à Paris

The Grand Palais Éphémère

Place Joffre

Parijs - Paris

Frankrijk - France

February 2023

 

Estimated : € 60.000 - 90.000

Sold for € 63.250

 

Introduced at the Geneva Salon in March 1999, the DB7 Vantage was no mere high-performance version of the existing six-cylinder DB7 but an exciting new model powered by a state-of-the-art, all-alloy V12 engine, the first of this configuration to power a production Aston Martin. This 6-litre, quad-cam, 48-valve unit produced 420bhp and 400lb/ft of torque while meeting all current and projected emissions regulations, while there was a choice of two alternative transmissions: a new six-speed manual or ZF five-speed automatic with manually selectable ratios (Touchtronic). A top speed of 185mph was claimed for the Vantage coupé, 165mph for the Vantage Volante convertible.

 

To accommodate the new engine/transmission package, the existing DB7 bodyshell was re-engineered, acquiring a new frontal structure and an enlarged transmission tunnel. The result was a torsionally stiffer structure that exceeded all contemporary crash test requirements. Both front and rear suspension arrangements were developed specifically for this new model, incorporating revised linkages and special Bilstein shock absorbers. The 18" diameter wheels too were unique to the Vantage, which also featured cross-drilled and ventilated Brembo brakes and Teves electronic four-channel ABS.

 

The Vantage's introduction was the culmination of two years intensive development and testing that included hundreds of thousands of miles covered in climatic conditions ranging from arctic to desert, as well as continuous 30-day accelerated durability tests at MIRA. Notwithstanding all the DB7 Vantage's high tech attributes, its makers had not lost sight of customer expectations of what constituted an Aston Martin. Thus the Vantage's hand crafted interior featured traditional Connolly hide upholstery, and could be trimmed and equipped to an individual buyer's personal requirements. All the usual luxury appurtenances came as standard while clients could choose from an extensive list of options that included satellite navigation, fitted luggage and parking sensors.

This left-hand drive, automatic transmission DB7 Vantage Volante is one of only 55 Anniversary Edition cars, all finished in Slate Blue, built to celebrate the end of the model's production. The car was sold (it is believed new) to the current vendor on February 2005 by Aston Martin Antwerp.

 

Currently displaying a total of only 18,323 kilometres on the odometer, the car is offered with a Belgian registration document and copies of the original purchase invoice and manufacturer's Certificate of Conformity. A rare opportunity to acquire an example of what was once the ultimate soft-top Aston Martin for a fraction of the original €147,620 as-delivered price.

LNER Class 800 Azuma 800106 was captured at platform 2 at Edinburgh Waverley operating 1W03 0708 hrs Leeds to Aberdeen. LNER commenced Azuma operation to Aberdeen in late November 2019, Edinburgh services having commenced at the beginning of August. The Hitachi built trains have bodyshells fabricated in Kasado (Japan) with the trains assembled at Newton Aycliffe, Co. Durham. 800106 is a nine coach bimode set.

The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.

 

Models were again arranged 150, 210 and Bel Air. The Bel Air Convertible shown here matched the only ope-top bodystyle with top-specification trim. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.

 

A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.

 

Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.

C107

 

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

 

Estimated : € 30.000 - 40.000

Sold for € 22.425

 

Introduced in 1977, the luxurious 450 SLC 5.0 coupé was powered by a new 4.990 cc aluminium-alloy V8 engine that was both lighter and more powerful than the existing 4.5-litre unit. The use of aluminium extended to the bonnet, boot, and wheels, the result being a reduction in weight of over 100kg when compared to the 'old' 450 SLC. With a lower-drag bodyshell, courtesy of spoilers front and rear, the '5.0' was also more efficient aerodynamically than its predecessor, which further reduced fuel consumption, an increasingly important issue, even for sports cars. Not sold in the USA, traditionally Mercedes-Benz's most important market, the '5.0' was built in correspondingly limited numbers, only 2.769 being completed between 1977 and 1981. Maximum speed of this superbly equipped top-of-the-range coupé was around 225 km/h.

 

This 450 SLC 5.0 was built to European specification and delivered new to RNS Motors in California as a 'grey import'. In 2004, the Mercedes was sold to Ted L Roberts of Fountain, Colorado, who kept it when he moved to Lynn Haven, Florida in 2010. In 2011 Jan Kok of Antwerp, Belgium purchased the car, which was sold to the present owner in 2015. Finished in Midnight Blue with cream leather upholstery, it is a matching-numbers, matching-colours example that has been well maintained and is presented in good solid condition. Representing a wonderful opportunity to own one of these rare and collectible 'factory hotrods', the car is offered with a maintenance history file and Netherlands registration papers.

A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".

 

The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.

 

This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.

 

This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.

 

Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.

 

GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.

 

60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.

Shoot on Agfacolor 200.

Spotted out and about.

59204 rounds the curve at Crofton, working 7A09 Merehead - Acton TC loaded aggregate.

 

It's strange to think the first class 59s predate the class 66 by over a decade, and that the bodyshell of the 66 (seen all over Europe, and beyond) was based on the 59 - which had to fit British loading gauge. The 59/2s were built in 1995 for National Power, in its bid to operate its own coal trains, but the company sold out to EWS (which was subsequently taken over by DB Schenker), and the 59/2s eventually ended up working Mendip Rail aggregate trains as a result of them being more powerful than 66s. Now they are operated by Freightliner, which won the Mendip Rail contract a few years ago, and are gaining their third livery - G&W orange.

Direct Rail Services class 57/3 no. 57302 'Chad Varah' sits in the bay at Rugby on 21st December 2014.

  

The first Class 57s were built in 1997 for Freightliner, a Class 47 bodyshell was taken, stripped, rewired and then fitted with an EMD engine. In 2002, 12 further Class 47s were converted to 57s for Virgin Trains, these were numbered 57/3 and fitted with ETH. In 2003, four additional locos were ordered for dragging Pendolinos, these were fitted with Dellner couplings from new and the remainder of the fleet was retrofitted with Dellners in the same year. DRS now operate the majority of the class 57/0 and 57/3. Network Rail operate some Class 57/3s, First Great Western operate the Class 57/6 fleet and West Coast Railways operate a fleet of 57/0, 57/3 and 57/6.

During 2014, DRS took over the lease of the Network Rail 57/3s and began to paint them into their new livery, and also into the Northern Belle scheme.

The Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars (E-segment) produced by Italian car manufacturer Alfa Romeo from 1968 to 1977. Berlina is the Italian term for a saloon car. Both cars had Alfa Romeo twin cam inline-four engines; the 1.8-litre 1750 Berlina was made between 1968 and 1971, when it was phased out in favour of the improved 2.0-litre 2000 Berlina.

 

The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 was meant to top the saloon range, above the 1300 and 1600 cc versions of the Giulia. In the United States, however, the Giulia saloon ceased to be available and was entirely replaced by the 1750 Berlina. The 1750 entered full production in South Africa in early 1969, later complemented by the 2000.

 

In contrast to the Giulia, the 1750s had reworked bodywork and bigger engine, shared many parts with other concurrent models in the Alfa Romeo range, but sold many fewer units during their production span.

 

The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle's distinctive creases were smoothed out, and there were significant changes to the trim details. The car's taillights were later used on the De Tomaso Longchamp.

 

The Alfa Romeo 2000 Berlina was produced by Alfa Romeo between 1971 and 1977. The engine was bored and stroked out to 1,962 cc. A different grill distinguishes 2000 from 1750. Also, external lights were different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750.[8] With two carburetors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS (97 kW; 130 hp). Top speed was 190 km/h (118 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. Gearbox was 5-speed manual (also 3-speed automatic on some versions).

Here we are, one of the rarest Rolls Royces and indeed cars to ever trundle down the roads, the last of the mighty Corniche. Although sold only as the Corniche, it is often dubbed the Corniche 2000 or the Corniche V, depending on your preference.

 

The last of the original Silver Shadow based Corniche's of the 1960's were built in 1995, and for three years Rolls Royce only sold the Silver Spirit and Spur until these were replaced by the Silver Seraph in 1998 following acquisition of the company by both Volkswagen and BMW.

 

Volkswagen was contracted to build Bentley and Rolls Royce vehicles between 1998 and 2003, whilst BMW supplied the engines to replace the original Rolls Royce V8 that had been handed down since the introduction of the Silver Shadow in 1965. In the end BMW were only able to supply their own V12 to the Silver Seraph, whilst the original RR V8 continues to be used even to this day, with a 6.75L version ending up in the Corniche V.

 

Either way, to compliment the new Silver Seraph, plans were launched to create a convertible two-door saloon version with the revived Corniche name. However, instead of taking a regular Silver Seraph, removing the rear doors and cutting off its roof, Rolls Royce instead went to long time partners Bentley for design assistance, with the result that the Corniche V is in fact built on the platform and with the bodyshell of the Bentley Azure,with Rolls Royce grille and badging, as well as Silver Seraph styling added instead. This was the first, and only Rolls Royce car to be derived from a Bentley product, instead of the usual tradition where Bentley cars were derived from Rolls Royce models.

 

In January 2000 that car was launched and became the company's flagship motor, with a base price of $359,900. As mentioned, the car is powered by a 6.75L Rolls Royce V8, providing 325hp and whisking the car to a top speed of 135mph at a rate of 0-60 in 8 seconds, which is pretty good going for a 6,000lb luxury saloon!

 

Inside the car came outfitted with every luxury and refinement characteristic of a Rolls-Royce. The car has a Connolly Leather interior, Wilton wool carpets, chrome gauges and a wide choice of exotic wood trims. Dual automatic temperature control, a six-disc CD changer, automatic headlamps and automatic ride control are standard.

 

Vehicles were built to order, but the heavy base price made them not as easy to purchase as the technically similar Bentley Azure, which meant that eventually only 374 of these cars were built between 2000 and 2002 when BMW took full control of Rolls Royce.

 

The Corniche V has the distinction of being the last ever Rolls Royce to be built at their traditional Crewe Factory, which had housed the company since 1946. On August 30th, 2002, a Corniche with chassis number SCAZK28E72CH02079 left the factory as the final Rolls Royce product of their home base, leaving in the company of a classic 1907 Rolls Royce Silver Ghost.

 

Following the departure of Rolls Royce, the company set up shop in Goodwood near Chichester in the south of England, where the next car to be built was the 2003 Phantom. The spiritual successor of the Corniche V is essentially the Phantom Drophead Coupe, but this is a point of conjecture. Production at the Crewe factory was turned over entirely to Volkswagen and the construction of Bentley automobiles. The Bentley Azure continued in production until 2009, bringing an end to the 14 year old design that had helped spawn the last of the Corniches.

 

Originally the name was meant to be revived on Rolls Royce's latest car, but in the end was dubbed the Wraith.

 

Today you'd be very, very hard pressed to find one of these cars. Although many forget about the Corniche V and indeed the Silver Seraph, the surviving examples can still fetch a hefty price of up to £250,000 and more...

 

...that is except for one. Not to lower the tone of things, but sadly a certain somebody did in fact once own a 2002 Corniche V, and once his illicit acts became known to the public in 2011, his £250,000 Roller is now well and truly worthless.

 

The owner who bought the car at an auction before the scandal came to light now can't even give away the car, and has never even driven it because they're too ashamed and disgusted of the vehicle's unfortunate past.

 

I find this particular story very sad because as is always the case, the cars aren't evil, but the owners can sometimes be...

Nº 29d.

(Austin) Racing Mini Mk II (1967-1970).

Red color, Green,Yellow,Black "29" sticker, White interior, Clear windows and Unpainted Metal base.

Escala 1/53 .

Matchbox Superfast.

Lesney Products.

Made in England.

© 1970.

 

Racing Mini [ Matchbox ]

 

Debut Series

Matchbox Superfast 1 - 75

 

Produced

1970 - 1975

 

Number

29

 

More info:

matchbox.wikia.com/wiki/Racing_Mini

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Mini Racing - 29d

 

"The Racing Mini is a model of a Mini MkII with the bumpers stripped off for competition.

 

It was first released in 1970 in metallic bronze with racing number 29, the Lesney racers frequently got their model number as racing number. The number stickers on the bronze cars are yellow, edged with orange and have black script.

 

From 1972 to 1976 the mini changed to orange and the stickers can have orange edges or green edges.

 

In 1976 the colour of the car changed again to red and these have the green edge stickers or a new design of round sticker, which is a plain white disc with a black three printed on it. A number of red cars have no stickers at all.

 

In 1981 after a spectacularly long run of 11 years the Racing Mini was withdrawn from the range.

 

There is quite a spread of values based on the colour/sticker combination. Most sought are the red ones with round RN3 stickers, Next come the red ones with RN 29 followed by the bronze ones."

 

Source: www.chezbois.com/non_corgi/matchbox/Model_3942.htm

 

More info:

www.bamca.org/cgi-bin/single.cgi?id=SF29b

www.bamca.org/cgi-bin/vars.cgi?mod=SF29b

www.bamca.org/cgi-bin/vars.cgi?mod=SF29b&var=08

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Mini

 

From Wikipedia, the free encyclopedia

 

"The Mini is a small economy car produced by the English based British Motor Corporation (BMC) and its successors from 1959 until 2000.

The original is considered an icon of 1960s British popular culture. Its space-saving transverse engine front-wheel drive layout – allowing 80 percent of the area of the car's floorpan to be used for passengers and luggage – influenced a generation of car makers.

In 1999 the Mini was voted the second most influential car of the 20th century, behind the Ford Model T, and ahead of the Citroën DS and Volkswagen Beetle.

 

This distinctive two-door car was designed for BMC by Sir Alec Issigonis. It was manufactured at the Longbridge and Cowley plants in England, the Victoria Park/Zetland British Motor Corporation (Australia) factory in Sydney, Australia, and later also in Spain (Authi), Belgium, Chile, Italy (Innocenti), Malta, Portugal, South Africa, Uruguay, Venezuela and Yugoslavia.

The Mini Mark I had three major UK updates – the Mark II, the Clubman and the Mark III. Within these was a series of variations, including an estate car, a pick-up truck, a van and the Mini Moke – a jeep-like buggy.

 

The performance versions, the Mini Cooper and Cooper "S," were successful as both race and rally cars, winning the Monte Carlo Rally in 1964, 1965 and 1967. In 1966, the first-placed Mini was disqualified after the finish, under a controversial decision that the car's headlights were against the rules.

 

On introduction in August 1959 the Mini was marketed under the Austin and Morris names, as the Austin Seven and Morris Mini-Minor.

The Austin Seven was renamed Austin Mini in January 1962 and Mini became a marque in its own right in 1969.

In 1980 it once again became the Austin Mini and in 1988 the Rover Mini.

 

BMW acquired the Rover Group (formerly British Leyland) in 1994, and sold the greater part of it in 2000, but retained the rights to build cars using the MINI name."

(...)

 

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Mark II Mini: 1967–1970

 

"The Mark II Mini was launched at the 1967 British Motor Show, and featured a redesigned grille, a larger rear window and numerous cosmetic changes.

A total of 429,000 Mk II Minis were produced.

 

A variety of Mini types were made in Pamplona, Spain, by the Authi company from 1968 onwards, mostly under the Morris name.

In 1969, a fibreglass version of the Mini Mark II was developed for British Leyland's Chilean subsidiary (British Leyland Automotores de Chile, S.A., originally the independent assembler EMSSA). The bodyshell mould was created by the Peel Engineering Company. Production began in 1970 and continued for a few years; these fibreglass Minis can be recognised by the missing body seams and by larger panel gaps. The Chilean market was never very large and the hyperinflation and political and social collapse led to the 1973 coup The Arica plant was closed in 1974. The reason for the fibreglass body was to enable Leyland to meet very strict requirements for local sourcing, increasing to 70.22% in 1971."

 

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Mini "Mark II"

 

Also called

Morris Mini

Austin Mini

 

Production

1967–1970

 

Assembly

Longbridge, Birmingham, England

Cowley, Oxfordshire, England

Seneffe, Belgium

Arica, Chile

Petone, New Zealand

Setúbal, Portugal

Cape Town, South Africa

Pamplona, Spain

Novo Mesto, Yugoslavia

Shah Alam, Malaysia

 

Body style

2-door saloon

2-door estate

2-door van

2-door truck

 

Engine

848 cc (0.8 l) I4

998 cc (1.0 l) I4

1,275 cc (1.3 l) I4

 

Source: en.wikipedia.org/wiki/Mini

 

More info:

www.automobile-catalog.com/make/morris/mini_m/mini_ii_coo...

www.topspeed.com/cars/mini/1959-2006-the-history-of-mini-...

Longbridge factory Rover Group 1990. Rover 200/400 (R8) bodyshell alignment by laser beams after robot assembly.

 

Collection: Longbridge

Date: 1990

Reference Number: CC045805

 

To enquire about any of our images or for more information, please contact photo@britishmotormuseum.co.uk or visit our photographic website at www.motorgraphs.com/.

47500 won't be working the Scarborough Spa Express or any other charter anytime soon. The 'Duff' derailed and caught fire at Ordsall Lane Junction whilst on the rear of the 5Z47 Adwick to Carnforth ECS on January 23rd 2013. After being withdrawn as beyond repair, the 47 was used for bits and bobs to keep the Carnforth fleet going. Stripped of bogies, roof panels and both cabs, the bodyshell clearly showing signs of fire damage awaits disposal at Carnforth. Sunday September 6th 2020