View allAll Photos Tagged Bodyshell
Porsche 993 Carrera Auto (1993-98) Engine 3600cc Flat 6
Registration Number N 3 GOV
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.
The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2WD.
Shot at Donington Historic Festival, 6th May 2012 Ref: 84-406
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
DB Schenker Rail (UK) Ltd's class 92 number 92031 works 6B20 from Dollands Moor to Wembley European Freight Operations Centre on 15 September 2014 hauling G.E. Rail Services owned IZA (GE117CT Hfirrs 3) semi-perminantly coupled 4-wheeled CARGOWAGGON vans with shared running numbers built by Duewag. Having started out in France and passed through the channel tunnel these vans are used to transport Danone bottled mineral water (eau minerale) including Evian imported from the French Alps, Volvic from the Massif Central and Perrier which is loaded into the vans near Nimes in the Languedoc-Roussillon region of southern France (the source of Perrier being at Vergeze about 15 km southwest of Nimes). (and Badoit?). From Wembley this train continues on route to Crick under headcode 6B41 and is ultimately unloaded at a distribution warehouse at Daventry International Rail Freight Terminal (DIRFT).
Wagons being hauled included numbers 8029291586, 8029291990, 8028292890, 23 80 2929 014-1, 23 80 2929 069-5, 23 80 2829 294-0, 23 80 2829 278-3, 23 80 2929 030-7, 23 80 2929 182-6, 23 80 2929 108-1, 23 80 2829 243-7, 23 80 2929 180-0, 23 80 2929 020-8, 23 80 2929 095-0, 23 80 2929 011-7, 23 80 2829 226-2, 23 80 2829 299-9, 23 80 2929 197-4, 23 80 2929 042-2, 23 80 2929 167-7 and 23 80 2829 242-9 (thanks to Noisynoel for filling in the gap).
A similar set of cargowaggon vans was photographed by Nicolas Villenave on 9 May 2014 returning empty passing through Écaillon (department Nord) on their way from Calais Frethun to Culoz railway junction in the Ain department in the Rhône-Alpes region of France, by Mattias Catry at Boisleux-au-Mont on 9 September 2012 and by Laurent Knop at Béthisy-St.-Pierre, Picardie in the Oise department on 12 March 2014.
92031 (works number BT1091) was assembled by the BRUSH Traction Company Loughborough in 1995, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons were fire tested by BRUSH.
After working to Wembley 92031 continued to Daventry as 6B41 (92031 WFBC WEMBLEYYD 726B41CJ15 8 * DAVTRYREC N 20D A) and then returned southwards as 0A42 (92031 WFBC DAVTRYREC 700A42CP15 F WEMBLEYYD N).
According to Realtime Trains the route and timing in the UK was;
Dollands Moor Sidings [XLM]..................0646.........0735..........49L
Ashford International [AFK]......................0700.........0752 1/2...52L
Maidstone East [MDE] 1.............................0733 1/2...0823 1/4...49L
Otford Junction[XOT]................................0818..........0851 3/4...33L
Swanley [SAY] 1...........................................0830.........0904 1/4...34L
St Mary Cray Junction[XMU]...................0835.........0908 3/4..33L
Bickley Junction[XLY]...............................0836 1/2..0909 1/2...33L
Bromley South [BMS].................................0840.........0911 3/4.....31L
Shortlands [SRT].........................................0842.........0917...........34L
Shortlands Junction[XOR]........................0843.........0918..........35L
Bellingham [BGM].......................................0846 1/2..0920 1/2...34L
Nunhead [NHD] 1........................................0855.........0928.........33L
Peckham Rye [PMR] 3...............................0859.........0931..........32L
Crofton Road Junction..............................0901.........0933 1/4...32L
Denmark Hill [DMK] 1.................................0902........0934..........32L
Voltaire Road Junction [XVJ]..................0906 1/2..0938..........31L
Latchmere Junction...................................0911 1/2....0952 1/2....41L
Imperial Wharf [IMW] 2..............................0915 1/2...0956 1/2....41L
West Brompton [WBP] 4...........................0918..........0958 3/4..40L
Kensington Olympia [KPA].......................0922........1003 1/4.....41L
Shepherds Bush [SPB] 2..........................0923.........1006 3/4...43L
North Pole Signal Vc813...........................0924 1/2..1008 3/4...44L
North Pole Junction...................................0925........1008 1/2....43L
Mitre Bridge Junction[XMB].....................0926 1/2..1012...........45L
Willesden West Londn Junction[XWI]...0928.........1013 1/2.....45L
Wembley Eur Frt Ops Cntre.....................0939.........1020...........41L
In France the bottled water trains travelling to and from England may take a number of different routes after leaving or before arriving at Calais Frethun but pass through;
Gare de Arras………………………………
Boisleux-au-Mont……………….
Gare de Achiet-le-Grand………..
Gare de Beaucourt………………
Gare de’Albert…………………..
Gare de Montigny……………….
Ecaillon, Nord-Pas-de-Calais……
Gare de Somain………………….
Culoz Junction…………………...
Gare de Volvic (freight only)......
The Citroën LN(A) was introduced in 1976 as a combination of the bodyshell of the Peugeot 104 Z Coupé and the air-cooled two-cylinder engine of the Citroën 2CV. Later models also had larger water-cooled engines. Production of the LN(A) ended in 1986. This one has a 652 cc engine with 35 PS.
Class 18E, no. E18020, started life as Class 6E1, no. E2072, before being rebuilt to an 18E in 2001. The rebuild included the provision of Alstom micro processor technology. The basic bodyshell was retained but the locomotives are now single ended with the second cab being utilised to house equipment and a toilet for the crew. In this photograph, the second cab shows a blanked off window for the toilet.
To the right is a much later Class 18E conversion; no. E18.741.
Audi Quattro A1 Evolution (1983) Engine 2144cc S5 10v DOHC Turbo with Intercooler
Event Number 140 Adam Marsden (Ilminster)
Registration Number BPC 11 Y (Guildford)
AUDI ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623635550501
The original Audi Quattro competition car debuted in 1980. Largely based on the bodyshell of the road going Quattro, its engine producing around 300bhp and in 1981 Michelle Mouton became the first female driver to win a world rally also finishing runner up in the world championship
Over the next three years Audi would introduce the A1 and A2 evolutions in response to the Group B rally regulations, raising power to around 350bhp. The A1 made its competition debut in 1983 in the seasons opener, the Monte Carlo Rally and went on to win the Swedish Rally and Rally of Portugal in the hands of Hannu Mikkola
Diolch am 82,775,132 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 82,775,132 amazing views, every one is greatly appreciated.
Shot 17.07.2021 at Shelsey Walsh (Classic Nostalgia), Worcestershire 147-042
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.
One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!
When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!
Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!
In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.
On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.
However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!
But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.
Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.
But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.
However, this was before we got to the biggest problem of them all, America.
Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.
But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.
However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!
So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.
The E-Type may have died a long time ago, but its reputation isn't letting up! :D
150270 pauses at Kirkham and Wesham station working 2F69, 12:03 Blackpool -Liverpool South, 26th August 2014.
150270 is one of the final batch of eighty five two-car class 150 units which were built at York works in 1986/87 with front-end gangway connections and numbered in the range 150201-285. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell.
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.
Estimated : CHF 70.000 - 100.000
Sold for CHF 66.700 - € 60.597
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 2019
Porsche's long-running and much loved 911 sports car first appeared at the 1963 Frankfurt Show as the '901', but shortly after production proper commenced in 1964 had become the '911' following Peugeot's complaints about the use of '0' model numbers. The preceding Type 356's rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower.
The first of countless upgrades to the perennial 911 came in 1966, two years after production had commenced, with the introduction of the 911S, which featured stylish Fuchs five-spoked alloy wheels and a heavily revised and more powerful engine. Improved handling courtesy of a lengthened wheelbase arrived in 1969 and then in 1970 the 911's air-cooled, flat six engine underwent the first of many enlargements - to 2.2 litres. By this time the models on offer had stabilised at three: the entry-level 911T, middle-ranking 911E and top-of-the-range 911S, all of which were available as either a closed coupé or Targa convertible. With the 2.2-litre engine's arrival, a common type of cylinder head was adopted, the differing power outputs being determined principally by valve timing rather than valve sizes as had been the case hitherto. In 1972 all 911 variants received the 2,341cc (nominally 2.4-litre) unit, which in 'E' specification produced a maximum of 165bhp.
According to the vendor, this delightful Porsche 911E Targa had been comprehensively restored by Harald Brandner of BMC Classics in Florida, USA in 2011/2012. When the car arrived in Europe, the engine was again thoroughly overhauled by renowned specialist Tobias Nussbaumer of Flat Six Cars in Basel. Since then it has seen only sporadic use in good weather only. Finished in grey with grey/black interior, this extensively restored 2.4-litre 911 is offered with Swiss Carte Grise; MFK document; and assorted invoices, correspondence, and photographs relating to its restoration.
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
Standard 8 (Mod) (1953-56) Engine *803cc S4 OHC Production 136317
Registration Number PNX 189
STANDARD SET
www.flickr.com/photos/45676495@N05/sets/72157623722503183...
Introduced in 1953 the new Standard 8 and 10 were a completely new design with unit construction and an overhead-valve engine. It was offered only as a 4-door saloon. The new engine of 803 cc produced slightly less power than the outgoing larger sidevalve unit with 26 bhp but was increased in 1957 to 40bhp. The 4-speed gearbox, with synchromesh on the top three ratios, was available with optional overdrive from March 1957. Girling hydraulic drum brakes were fitted. To keep prices down, the car at launch was very basic with sliding windows, single windscreen wiper and no external boot lid. Access to the boot was by folding down the rear seat, which had the backrest divided in two. The 1954 De luxe got wind up windows and the Gold Star model of 1957 an opening boot lid. From mid-1955 all the Eights finally got wind up windows. At launch the car cost £481 including taxes on the home market
The Standard Ten of 1954 shared the bodyshell and running gear and would outlast the Eight by continuing until 1961.
The cars were sold as Standards utility models, and rivals for the Austin A30, Morris Minor.
This car has been modified with a 1200cc engine
Shot at the VSCC Spring Start, Silverstone 20-21 April 2013 REF:90C-943
Bonhams : the Zoute Sale
Estimated : € 50.000 - 80.000
Sold for € 51.750
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
'The Mustang can be tailored to be anything from a gentle in-town ladies' car to an impressive 130mph highway performer. Undoubtedly its almost infinitely variable personality is one of the car's chief attractions...' - William S Stone, 'The Ford Mustang'.
Ford created a new class of car almost overnight with the introduction of the Mustang sports coupé part way through the 1964 season, catching the rest of the US auto industry off guard. Brainchild of Lee Iacocca - subsequent saviour of the Chrysler Corporation – the Mustang is one of the most remarkable automotive success stories of modern times and arguably the pinnacle of his long career with Ford. Aimed at the affluent young, for whom a car was as much a lifestyle statement as means of transport, the Mustang succeeded brilliantly, achieving sales in excess of a quarter million by the end of '64. This remarkable debut was followed by a staggering 524,791 sales in 1965, earning Ford a fortune.
The secret of the Mustang's success was a broad appeal that extended beyond the target market thanks to a great value-for-money package combining sporty looks, decent economy and brisk performance. Mustangs could be ordered in specifications ranging from six-cylinder 'economy' to V8-powered luxury, while customers could choose from an extensive range of factory options, with the result that seldom are two Mustangs identical.
In 1994, Mr John Wilson from Hillsborough, California was looking for an original rust-free, undamaged and all matching numbers Ford Mustang. He found this car in San Francisco and purchased it from the original owner. The Mustang had covered relatively few miles and had not been run for the preceding ten years. Mr Wilson drove the Mustang for three years, and in 1998 decided to restore it to factory-original show standard, commissioning one of the West Coast's most renowned specialists, Potts Restorations of Burlingame, to carry out the work. Working with Potts, the owner spared no expense in his pursuit of perfection. The Potts team methodically disassembled the Mustang down to the bar bodyshell and carefully worked their way upwards, incorporating all 'new-old-stock' parts. Noteworthy features include automatic transmission, power brakes, power steering, electric hood, radio, 'Pony' wheels, and whitewall tyres.
This car is fully matching and correct in every detail, having been restored to the same state it left the factory in 1965. Completed in 2000, the Mustang was shown widely across the USA for the next few years, winning the 'Best in Show' award at every event entered. For two years in a row, it was the MCS Grand National winner as the best Mustang in the country – the ultimate accolade. Other important awards include: Gold AACA Grand National (2001, 2002); ISCA Best Antique Restored Senior Award (2002); ISCA Eastern Division Class Champion (2003); and Carolina Grand National Gold (2000-2003). Over 30 awards come with the car, which 15 years later is still in effectively 'as new' condition, exactly as it left the factory in 1965. Offered with California Certificate of Title and Netherlands registration papers, this breathtaking Mustang is worthy of the closest inspection.
The second-generation Volkswagen Golf (also known as the Typ 19E until the 1991 model year, and Typ 1G thereafter) was launched in Europe at the Frankfurt Motor Show in September 1983, with sales beginning in its homeland and most other left-hand drive markets soon after. It debuted in March 1984 on the right-hand drive British market, and it was introduced as a 1985 model in the United States. It featured a larger bodyshell, and a wider range of engine options.
During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.
The successful Golf GTI (or, in the US, simply "GTI") was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a naturally aspirated Bosch K-Jetronic fuel injected 1,781 cc (1.8 L; 108.7 cu in) Inline-four engine developing 112 PS (82.4 kW; 110.5 hp). In 1986 (1987 for North America) a Golf GTI 16V was introduced; here the 1.8 litre engine output was 139 PS (137 hp; 102 kW) at 6,100 rpm (or 129 metric horsepower (95 kW) for the catalyst version) and 168 newton metres (124 lbfâ‹…ft) at 4,600 rpm of torque,[6] the model was marked by discreet red-and-black "16V" badges front and rear. US/Canadian GTIs were later equipped with 2.0, 16-valve engines, available in the Passat and Corrado outside North America. In 1990, like the Golf, the GTI was given a facelift, and the "Big Bumper" became standard on all GTIs.
Being October, which had always been the LUGNuts anniversary month, this Mk2 VW Golf GTi has been built to the 42nd challenge theme 'Autos aus Deutschland'.
DB Schenker Rail (UK) Ltd's class 92 number 92015 (previously named "D H Lawrence") painted in Deutsche Bahn cherry red with DB Schenker branding and a three 'O' shaped channel tunnel roundel logo works 6B20 from Dollands Moor to Wembley European Freight Operations Centre on 14 January 2015 hauling 27 Tonne (tare du wagon) G.E. Rail Services owned IZA (GE117CT Hfirrs 3) semi-perminantly coupled 4-wheeled CARGOWAGGON vans with shared running numbers built by Duewag. Having started out in France and passed through the channel tunnel each pair of vans is used to transport approximately 59,000 litters (59 Tonnes) of Danone bottled mineral water (eau minerale) in crates of PET (polyethylene terephthalate) bottles such as Evian imported from Évian-les-Bains in the French Alps and Volvic from the Massif Central. Evian bottled at the SAEME plant Post is transported by train (for a map of the route click here) from Évian-les-Bains to the UK via Publier, (Bellegarde Longeray or Annemasse?), Culoz, Ambérieu-en-Bugey, Bourg-en-Bresse, Louhans, Gevrey-Chambertin, Dijon-Perrigny, Chalons-en-Champagne, Reims, Longueau and Calais-Frethun. For Volvic the route is thought to be from the SEV bottling plant in Riom to the UK via Gannat, Saincaize, Vierzon, Valenton (Paris), Longueau and Calais Frethun. From Wembley this train continues on route to Crick under headcode 6B41 and is ultimately unloaded at a distribution warehouse at Daventry International Rail Freight Terminal (DIRFT).
A similar set of cargowaggon vans was photographed by Nicolas Villenave on 9 May 2014 returning empty passing through Écaillon (department Nord) on their way from Calais Frethun to Culoz railway junction in the Ain department in the Rhône-Alpes region of France, by Mattias Catry at Boisleux-au-Mont on 9 September 2012 and by Laurent Knop at Béthisy-St.-Pierre, Picardie in the Oise department on 12 March 2014.
92015 (works number BT1077) was assembled by the BRUSH Traction Company at Loughborough in 1994 from sub-contracted components (e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes made by Brecknell Willis and the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester). For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons were fire tested by Brush.
According to Realtime Trains the route and timings were;
Dollands Moor Sidings .........0707.........0707...........RT
Ashford International UML...0723.........0729 1/4....6L
Maidstone East [MDE] 1.........0750 1/2..0754 1/2.....4L
Otford Junction[XOT]............0817 1/2....0816 1/2.....RT
Swanley [SAY] 1.......................0829 1/2..0827 1/4....2E
St Mary Cray Junction...........0835.........0832 1/4....2E
Bickley Junction[XLY]............0836 1/2..0834 3/4....1E
Bromley South [BMS].............0840.........0840..........RT
Shortlands [SRT].....................0842.........0842..........RT
Shortlands Junction...............0843.........0842 3/4...RT
Bellingham [BGM]...................0846 1/2..0845 1/2....RT
Nunhead [NHD] 1....................0855.........0854 1/2....RT
Peckham Rye [PMR] 3...........0859.........0859 1/2....RT
Crofton Road Junction..........0901.........0903 3/4...2L
Denmark Hill [DMK] 1.............0902........0905...........3L
Voltaire Road Junction.........0906 1/2..0909..........2L
Latchmere Junction...............0911 1/2....0924 1/2...13L
Imperial Wharf [IMW] 2..........0915 1/2...0927 1/4....11L
West Brompton [WBP] 4.......0918..........0930 1/4...12L
Kensington Olympia .............0922........0935 3/4..13L
Shepherds Bush [SPB] 2.......0923.........0939 1/4...16L
North Pole Signal Vc813.......0924 1/2..0941 1/4....16L
North Pole Junction...............0925........0941..........16L
Mitre Bridge Junction............0926 1/2..0943 3/4..17L
Willesden West Londn Jn.....0928.........0945.........17L
Wembley Eur Frt Ops Ctr.....0939.........0956.........17L
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 TÃœV 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
The Chinese toy is a little crude and doesn't appear to be an accurate replica of any specific vehicle, but was clearly inspired by the King Long XMQ6900. This odd-looking little 41-seater is Quicksilver's first King Long but not the first Chinese coach as a Guangzhou Eagle has been operated for a few years. The bodyshell is quite decent but the over-thick glazing unit and crude base with single seats and moulded-in wheels have been discarded; bizarrely the windscreen was double-glazed with an additional flush-fitting piece on top of the main unit!
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)
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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)
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!
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 TÃœV 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
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
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.
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]
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/.
2Q08: the 09.22 Network Rail test train from York, Holgate Sidings which will arrive at Darlington Up S.S. tonight at 19.00, having visited lines in Newcastle and the North East.
This track assessment unit was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986. The unit is formed of two driving motor vehicles with individual carriages numbered in the Departmental series; 999600-999601. It normally works on lines also used by DMU's where the track quality is not good enough for larger and heavier track assessment stock.
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
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
Lancia Flavia 2000 Coupe (1969-73) Engine 1991cc HO4 OHV Production 6791 (+ 15025 Saloons)
Registration Number FBY 356 H
LANCIA SET
www.flickr.com/photos/45676495@N05/sets/72157623795824232...
The Lancia 2000 (Tipo 820) is a series of automobiles produced by Lancia between 1971 and 1975. Designed as a four door Saloon by Lancia Engineers under Piero Castagnero prior to the companies aquisition by the Fiat Group, and was a dirct evolution of the Lancia Flavia. The 2000 sedan kept the central part of the body (roof, doors, interior) and the entire drivetrain (except for some improvements to the fuel injection) of its predecessor, the second series of the Flavia, changes were made to the front and rear of the body where the designers updated its looks the tail was squared and simplified, and the nose lost its separate air intake and headlamp nacelles. The mechanics retained most of the Flavia's specifications including the front-wheel drive, 1991cc boxer engine, independent suspension and disc brakes all around, with vacuum-assist and split-circuits (called "Superduplex" by Lancia).
The Lancia two door 2000 and 2000 HF Coupé was designed by Pininfarina, who manufactured the cars bodyshell. The interior is also the work of Pininfarina bearing a close resembleance to that of the Ferrari 330 GT. The cosmetic changes to the 2000 Coupé were largely confined to a new grille (matte black instead of chrome) with headlamps incorporated into the now wider intake, new bumpers (with rubber strips on the HF), and the tail was shorn of its vestigial tailfins, with a raised and squared decklid. The Lancia 2000 and 2000 HF coupé were technologically advanced for the day with features such as 5 speed transmission, power assisted steering and electronic fuel injection on the 2000 HF.
The 2000 and 2000HF Coupé are considered to be some of the last true Lancia cars
Thanks for 16.9 Million views
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Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-188
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.
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.
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!
Wiesmann GT MF5 (2012) Engine 4395cc V8 BMW twin scroll turbo Production 55
ENTRANT: Wiesmann GmbH
Introduced in 2009 as the most powerful Wiesmann model to date. The GT MF5 is a closed two-seater & two-seater roadster with production limited just 55 examples.
The chassis is a bonded and riveted aluminium monocoque. With a high quality glass fibre bodyshell.
The car is powered by a BMW twin-scroll twin turbocharged V8 engine of 4395 cc driving the rear wheels and rated at 547bhp mated to a six speed sports automatic gearbox with steering wheel paddle shifters.
The car has a 0-100kmph time of 3.9 seconds and a top speed of 193mph.
Priced from £ 189,500 in 2010.
Shot at The Goodwood Festival of Speed 30:06:2012 Ref: 87-497
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Audi TT Coupe (1st Gen Facelift) (1998-06) Engine 1761cc S4 20v Turbo
Registration Number DE 54 SYJ (Chester)
AUDI SET
www.flickr.com/photos/45676495@N05/sets/72157623635550501...
The Audi TT is a 2-door production sports car made by Audi since 1998, and currently in its fourth generation. For each of its three generations, the TT has been available as a 2+2 coupé and as a two-seater roadster employing consecutive generations of the Volkswagen Group A platform, starting with the A4 (PQ34). As a result of this platform-sharing, the Audi TT has identical powertrain and suspension layouts as its related platform-mates; including a front-mounted transversely oriented engine, front-wheel drive or quattro four-wheel drive system, and fully independent front suspension using MacPherson struts. The first two generations were assembled by the Audi subsidiary Audi Hungaria Motor Kft. in Győr, Hungary, using bodyshells manufactured and painted at Audi's Ingolstadt plant
The first generation was designed by Peter Schreyer, and Walter de'Silva and was launched as a coupé in September 1998, followed by a roadster in August 1999.n the Volkswagen Group A4 (PQ34) platform which it shared with the Volkswagen Golf Mk.4, Audi A3 (Mk.1) and the Skoda Octavia. It was first available with a 1.8-litre inline four-cylinder 20-valve turbocharged engine in two states of tune with outputs of 178 and 222hp The original four-cylinder engine range was complemented with a 3,189 cc (3.2 L; 194.6 cu in) VR6 engine of 247hp
Thankyou for a massive 54,622,883 views
Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-066
Estimated : CHF 70.000 - 100.000
Sold for CHF 66.700 - € 60.597
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 2019
Porsche's long-running and much loved 911 sports car first appeared at the 1963 Frankfurt Show as the '901', but shortly after production proper commenced in 1964 had become the '911' following Peugeot's complaints about the use of '0' model numbers. The preceding Type 356's rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower.
The first of countless upgrades to the perennial 911 came in 1966, two years after production had commenced, with the introduction of the 911S, which featured stylish Fuchs five-spoked alloy wheels and a heavily revised and more powerful engine. Improved handling courtesy of a lengthened wheelbase arrived in 1969 and then in 1970 the 911's air-cooled, flat six engine underwent the first of many enlargements - to 2.2 litres. By this time the models on offer had stabilised at three: the entry-level 911T, middle-ranking 911E and top-of-the-range 911S, all of which were available as either a closed coupé or Targa convertible. With the 2.2-litre engine's arrival, a common type of cylinder head was adopted, the differing power outputs being determined principally by valve timing rather than valve sizes as had been the case hitherto. In 1972 all 911 variants received the 2,341cc (nominally 2.4-litre) unit, which in 'E' specification produced a maximum of 165bhp.
According to the vendor, this delightful Porsche 911E Targa had been comprehensively restored by Harald Brandner of BMC Classics in Florida, USA in 2011/2012. When the car arrived in Europe, the engine was again thoroughly overhauled by renowned specialist Tobias Nussbaumer of Flat Six Cars in Basel. Since then it has seen only sporadic use in good weather only. Finished in grey with grey/black interior, this extensively restored 2.4-litre 911 is offered with Swiss Carte Grise; MFK document; and assorted invoices, correspondence, and photographs relating to its restoration.
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.
Another early Norman Clay (Fanfare) bodyshell (minus window sliders). New window sliders made, lifeguard made, OOC Queen Mary interior.
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 as Nine Eleven, German: Neunelfer) is a luxury 2-door sports coupe made by Porsche AG of Stuttgart, Germany.
These 1972 and 1973 Carrera RS models, valued by collectors, are considered by many to be the greatest classic 911's of all-time. RS stands for Rennsport in German, meaning race sport in English. 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 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 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), 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 made to qualify for the vital FIA Group 4 class.
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
Peugeot 304 (1969-74) Engine 1288cc S4 OC Tr Production 1,178,425 (all variants)
Registration Number XDL 275 L
PEUGEOT SET
www.flickr.com/photos/45676495@N05/sets/72157623690496925...
Launched at the 1969 Paris Motor Show to fill a gap in the mid sized car market. Based heavily on the Peugeot 204 sharing the same floorpan, running gear and bodyshell but with different nose styling and larger more powerful engines.
The Coupe and Cabriolet version replaced theeir 204 equivalents from 1970.
Tha 2 door Cabriolet was a two seater and is probably now the most numerous of the range, still running in the UK
Shot taken 10.06.2012 at the Bromley Pagaent of Motoring REF 85-301
Estimated : CHF 70.000 - 100.000
Sold for CHF 66.700 - € 60.597
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 2019
Porsche's long-running and much loved 911 sports car first appeared at the 1963 Frankfurt Show as the '901', but shortly after production proper commenced in 1964 had become the '911' following Peugeot's complaints about the use of '0' model numbers. The preceding Type 356's rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower.
The first of countless upgrades to the perennial 911 came in 1966, two years after production had commenced, with the introduction of the 911S, which featured stylish Fuchs five-spoked alloy wheels and a heavily revised and more powerful engine. Improved handling courtesy of a lengthened wheelbase arrived in 1969 and then in 1970 the 911's air-cooled, flat six engine underwent the first of many enlargements - to 2.2 litres. By this time the models on offer had stabilised at three: the entry-level 911T, middle-ranking 911E and top-of-the-range 911S, all of which were available as either a closed coupé or Targa convertible. With the 2.2-litre engine's arrival, a common type of cylinder head was adopted, the differing power outputs being determined principally by valve timing rather than valve sizes as had been the case hitherto. In 1972 all 911 variants received the 2,341cc (nominally 2.4-litre) unit, which in 'E' specification produced a maximum of 165bhp.
According to the vendor, this delightful Porsche 911E Targa had been comprehensively restored by Harald Brandner of BMC Classics in Florida, USA in 2011/2012. When the car arrived in Europe, the engine was again thoroughly overhauled by renowned specialist Tobias Nussbaumer of Flat Six Cars in Basel. Since then it has seen only sporadic use in good weather only. Finished in grey with grey/black interior, this extensively restored 2.4-litre 911 is offered with Swiss Carte Grise; MFK document; and assorted invoices, correspondence, and photographs relating to its restoration.
150234 stands in the platform 2 at Cardiff Central having recently arrived with 1C81, 15:00 Cardiff - Taunton, 22nd September 2015.
Unit History
150234 is one of the final batch of 85 two-car class 150 units which were built in 1986/87 with front-end gangway connections and numbered in the range 150201-285. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150234 was initially allocated to Newton Heath before migrating to the Western Region in the early 1990’s and is currently allocated to Bristol Phillips Marsh.. 150233 is currently one of sixteen class 150 units operated by First Great Western for local duties.
Sold for £ 2.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
Launched in 1958 at the Paris Autoshow, the new Humber Super Snipe was the first large Rootes Group car to use a monocoque bodyshell, replacing the pre-war design of its outmoded predecessor.
Losing its big separate wings of old in favour of a more modern unitised chassis and body, the new design was heavily influenced by the 1955 Chevrolet and was claimed to be the largest bodyshell built in the UK at the time – a strange boast but one which the marketeers thought significant.
Initially sold with a 2,6-litre 112 bhp straight-six, a year later the Series II arrived with an improved 129 bhp 3-litre unit which took the car’s top speed over the ton - not that its customers would have approved of such behaviour. Beautifully appointed with a build quality second to none, they were popular with bank managers and Government Ministers who needed to look sober and responsible - the Snipe couldn’t have fulfilled the task better.
Offered in a bewildering range of sub-models and face-lifts, these large Snipes were superbly engineered, but their rather formal image left them trailing in the wake of their more rakish competitors such as the Rover P5B and Ford Zodiac and they never proved as popular which is a shame as they are fine cars indeed.
This lovely mid-green Series II, with its luxurious leather upholstery has had 11 previous keepers according to the accompanying V5C. Its registration number is non-transferable and it has covered 4.200 miles since 2006 according to the DVLA MOT history. It’s most recent MOT expired in February 2013 and the car has covered only a handful of miles since then, the odometer showing a total of 82.792 miles with insufficient paperwork to prove its validity.
We have had the car running since its arrival onsite, although bidders are advised that the brakes are non-operational so we have been unable to drive the car.