Bodyshell photos on Flickr

"Este modelo bautizado como Golf GTI Mk II, seguía las mismas líneas de su predecesor con un motor de 112 CV y la ya famosa insignia GTI en la parrilla.

Con solo ocho años de vida, había pasado de ser un recién llegado, a ser todo un icono en el mundo de los coches.

Más tarde Volkswagen introdujo un catalizador para reducir la emisión de gases iba a perjudicar al GTI, haciéndole descender de 112 a 107 CV.

Dos años más tarde, Volkswagen compensó la potencia reducida en el Mk II con un nuevo propulsor de 16 válvulas que entregaba 129 CV aún con catalizador.

Ya en 1990, se presentó el Golf GTI G60, que incluía un sobrecargador G-Lader que aumentaba la potencia hasta los 160 CV."

Fuente: www.revistadelmotor.es/2016/05/06/volkswagen-golf-gti-gen...

Cronología VW Golf GTI II

"1984. Segunda generación del Volkswagen Golf GTI. Motor 1.8 de 112 CV.

1984. Introducción del motor 1.8 de 107 CV con catalizador. No estuvo a la venta en España.

1985. Actualización. Doble faro y doble salida de escape.

El primer GTI II, con faro simple y muy similar a la primera generación, no llegó al mercado español (únicamente estuvo a la venta esta segunda versión).

1986. Lanzamiento del Volkswagen Golf GTI 16V. Motor 1.8 de 129 ó 139 CV. La versión menos potente, que llevaba catalizador, no estuvo a la venta en España.

1990. Lanzamiento del Volkswagen Golf GTI G60. Motor 1.8 de 160 CV."

Fuente: www.km77.com/reportajes/historia/volkswagen/golfgti/t01.asp

More info:

noticias.coches.com/noticias-motor/la-historia-del-exitos...

-----------------------------------------------------------------------------------------------

Volkswagen Golf Mk2

From Wikipedia, the free encyclopedia

"The Volkswagen Golf Mk2 is a compact car, the second generation of the Volkswagen Golf and the successor to the Volkswagen Golf Mk1.

It was Volkswagen's volume seller from 1983 and remained in (German) production until late 1992.

The Mk2 was larger than the Mk1; its wheelbase grew slightly (+ 75 mm (3.0 in)), as did exterior dimensions (length + 180 mm (7.1 in), width + 55 mm (2.2 in), height + 5 mm (0.2 in)). Weight was up accordingly by about 120 kg (260 lb). Exterior design, developed in-house by VW design director Schäfer, kept the general lines of its Giugiaro-designed predecessor, but was slightly more rounded.

All told, about 6.3 million second-generation Golfs were built."

(...)

"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 US.

It featured a larger bodyshell, and a wider range of engine options, including a GTD turbodiesel (in Euro markets, later using the 1.6 "umwelt" (ECO) diesel engine), a DOHC 1781 cc (1.8) 16-valve version of the straight-four GTI (as well as the tried and tested 1781cc (1.8) 8v GTI), the supercharged 8v "G60" with front- and four-wheel drive options, and a racing homologated variant of this, the "Rallye Golf".

(...)

"In 1985, British motoring magazine What Car? awarded the Golf Mk2 1985 "Car of the Year". It sold well in Britain, peaking in 1989 with well over 50,000 sales as the 11th best selling car, and most popular foreign car.

However, the Golf was overshadowed in the 1984 European Car of the Year contest, finishing third but being heavily outscored by the victorious Fiat Uno and runner-up Peugeot 205, which were similar in size to Volkswagen's smaller Polo.[

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. They were available in the US from August 1989 as well, as part of the "Wolfsburg Edition" package. They were not standardized until January 1990."

(...)

"The MK2 Golf remained in production until the launch of the MK3 model in August 1991. Continental sales began that autumn, but the MK3 did not take over from the MK2 on the right-hand drive British market until February 1992."

(...)

Golf GTI & GTI 16v

"The successful Golf GTI (or, in the USA, simply "GTI") was continued with the Mk2 as a sporty 3- or 5-door hatchback.

Like late Mk1 GTIs, it featured a fuel-injected 1.8 litre four developing 112 PS (82 kW; 110 hp).

In 1986 (1987 for North America) a Golf GTI 16V was introduced; here the 1.8 litre engine put out 139 PS (102 kW; 137 hp) (or 129 PS (95 kW; 127 hp) for the catalyst version) and 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. This was maintained through the rest of the Mk2 model era.

In 1990 the GTi G60 was also introduced featuring the 8v 1.8 with a G60 supercharger this version is not to be confused with the very rare G60 Limited."

(...)

---------------------------------------

Volkswagen Golf Mk2 (19E)

Manufacturer

Volkswagen

Production

6.3 million units

1983-1992

Assembly

Wolfsburg, Germany,

Brussels, Belgium,

TAS Sarajevo, Yugoslavia,

New Stanton, Pennsylvania, United States

Puebla, Puebla, Mexico

Uitenhage, South Africa,

Graz, Austria, ( Golf Country only),

Class

Small family car (C)

Body style

3-door hatchback,

5-door hatchback

Layout

Front engine, front-wheel drive / four-wheel drive

Platform

Volkswagen Group A2 platform

Volkswagen Corrado

SEAT Toledo Mk1

Engine

1.3 L EA111 I4

1.6L EA827 I4

1.8L EA827 I4

1.8L G60 I4

2.0L EA827 I4

1.6L EA827 I4 diesel

1.6L EA827 I4 turbodiesel

Electric motor

Transmission

4-speed manual

5-speed manual

3-speed automatic

Dimensions

Wheelbase

2,470 mm (97.2 in)

Length

3,985 mm (156.9 in)−4,054 mm (159.6 in)

Width

1,665–1,700 mm (65.6–66.9 in)

Height

1,415 mm (55.7 in)

Curb weight

910–1,245 kg (2,006–2,745 lb)

Chronology

Predecessor

Volkswagen Golf Mk1

Successor

Volkswagen Golf Mk3

Source: en.wikipedia.org/wiki/Volkswagen_Golf_Mk2

1965 Jaguar E-Type by Ruairidh MacVeigh

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

Chrysler Australia CL Valiant Regal Wagon (1976) by Peter Blackert

1

The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.

The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.

Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.

36,672 CL Valiants — including the last-ever Chargers — were built.

This Valiant wagon is created for the #mocaround49 challneg #vacationwagon

1995 Rover 100 (Metro) by Ruairidh MacVeigh

1

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!

VOLKSWAGEN GOLF GTI Nº 235 - MAJORETTE by RMJ68

Nº 235.

Volkswagen Golf II GTI (1984-1992).

Escala 1/56.

Majorette.

France.

Made in Thailand (?).

Años 90 (?).

Some variants in:

www.hobbydb.com/variant_definitions/33380

Majorette Listing - 200 Series - After 1990; Made in Thailand:

swiftysgarage.net/topic/6768319/1/

More info:

passion-majorette.forumactif.com/f9-majorette-serie-200-m...

www.diecastlovers.com/manufacturer/majorette-diecast-manu...

-----------------------------------------------------------------------------------------------

Volkswagen Golf GTI Mk II (1984)

"Este modelo bautizado como Golf GTI Mk II, seguía las mismas líneas de su predecesor con un motor de 112 CV y la ya famosa insignia GTI en la parrilla.

Con solo ocho años de vida, había pasado de ser un recién llegado, a ser todo un icono en el mundo de los coches.

Más tarde Volkswagen introdujo un catalizador para reducir la emisión de gases iba a perjudicar al GTI, haciéndole descender de 112 a 107 CV.

Dos años más tarde, Volkswagen compensó la potencia reducida en el Mk II con un nuevo propulsor de 16 válvulas que entregaba 129 CV aún con catalizador.

Ya en 1990, se presentó el Golf GTI G60, que incluía un sobrecargador G-Lader que aumentaba la potencia hasta los 160 CV."

Fuente: www.revistadelmotor.es/2016/05/06/volkswagen-golf-gti-gen...

Cronología VW Golf GTI II

"1984. Segunda generación del Volkswagen Golf GTI. Motor 1.8 de 112 CV.

1984. Introducción del motor 1.8 de 107 CV con catalizador. No estuvo a la venta en España.

1985. Actualización. Doble faro y doble salida de escape.

El primer GTI II, con faro simple y muy similar a la primera generación, no llegó al mercado español (únicamente estuvo a la venta esta segunda versión).

1986. Lanzamiento del Volkswagen Golf GTI 16V. Motor 1.8 de 129 ó 139 CV. La versión menos potente, que llevaba catalizador, no estuvo a la venta en España.

1990. Lanzamiento del Volkswagen Golf GTI G60. Motor 1.8 de 160 CV."

Fuente: www.km77.com/reportajes/historia/volkswagen/golfgti/t01.asp

More info:

noticias.coches.com/noticias-motor/la-historia-del-exitos...

-----------------------------------------------------------------------------------------------

Volkswagen Golf Mk2

From Wikipedia, the free encyclopedia

"The Volkswagen Golf Mk2 is a compact car, the second generation of the Volkswagen Golf and the successor to the Volkswagen Golf Mk1.

It was Volkswagen's volume seller from 1983 and remained in (German) production until late 1992.

The Mk2 was larger than the Mk1; its wheelbase grew slightly (+ 75 mm (3.0 in)), as did exterior dimensions (length + 180 mm (7.1 in), width + 55 mm (2.2 in), height + 5 mm (0.2 in)). Weight was up accordingly by about 120 kg (260 lb). Exterior design, developed in-house by VW design director Schäfer, kept the general lines of its Giugiaro-designed predecessor, but was slightly more rounded.

All told, about 6.3 million second-generation Golfs were built."

(...)

"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 US.

It featured a larger bodyshell, and a wider range of engine options, including a GTD turbodiesel (in Euro markets, later using the 1.6 "umwelt" (ECO) diesel engine), a DOHC 1781 cc (1.8) 16-valve version of the straight-four GTI (as well as the tried and tested 1781cc (1.8) 8v GTI), the supercharged 8v "G60" with front- and four-wheel drive options, and a racing homologated variant of this, the "Rallye Golf".

(...)

"In 1985, British motoring magazine What Car? awarded the Golf Mk2 1985 "Car of the Year". It sold well in Britain, peaking in 1989 with well over 50,000 sales as the 11th best selling car, and most popular foreign car.

However, the Golf was overshadowed in the 1984 European Car of the Year contest, finishing third but being heavily outscored by the victorious Fiat Uno and runner-up Peugeot 205, which were similar in size to Volkswagen's smaller Polo.[

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. They were available in the US from August 1989 as well, as part of the "Wolfsburg Edition" package. They were not standardized until January 1990."

(...)

"The MK2 Golf remained in production until the launch of the MK3 model in August 1991. Continental sales began that autumn, but the MK3 did not take over from the MK2 on the right-hand drive British market until February 1992."

(...)

Golf GTI & GTI 16v

"The successful Golf GTI (or, in the USA, simply "GTI") was continued with the Mk2 as a sporty 3- or 5-door hatchback.

Like late Mk1 GTIs, it featured a fuel-injected 1.8 litre four developing 112 PS (82 kW; 110 hp).

In 1986 (1987 for North America) a Golf GTI 16V was introduced; here the 1.8 litre engine put out 139 PS (102 kW; 137 hp) (or 129 PS (95 kW; 127 hp) for the catalyst version) and 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. This was maintained through the rest of the Mk2 model era.

In 1990 the GTi G60 was also introduced featuring the 8v 1.8 with a G60 supercharger this version is not to be confused with the very rare G60 Limited."

(...)

---------------------------------------

Volkswagen Golf Mk2 (19E)

Manufacturer

Volkswagen

Production

6.3 million units

1983-1992

Assembly

Wolfsburg, Germany,

Brussels, Belgium,

TAS Sarajevo, Yugoslavia,

New Stanton, Pennsylvania, United States

Puebla, Puebla, Mexico

Uitenhage, South Africa,

Graz, Austria, ( Golf Country only),

Class

Small family car (C)

Body style

3-door hatchback,

5-door hatchback

Layout

Front engine, front-wheel drive / four-wheel drive

Platform

Volkswagen Group A2 platform

Volkswagen Corrado

SEAT Toledo Mk1

Engine

1.3 L EA111 I4

1.6L EA827 I4

1.8L EA827 I4

1.8L G60 I4

2.0L EA827 I4

1.6L EA827 I4 diesel

1.6L EA827 I4 turbodiesel

Electric motor

Transmission

4-speed manual

5-speed manual

3-speed automatic

Dimensions

Wheelbase

2,470 mm (97.2 in)

Length

3,985 mm (156.9 in)−4,054 mm (159.6 in)

Width

1,665–1,700 mm (65.6–66.9 in)

Height

1,415 mm (55.7 in)

Curb weight

910–1,245 kg (2,006–2,745 lb)

Chronology

Predecessor

Volkswagen Golf Mk1

Successor

Volkswagen Golf Mk3

Source: en.wikipedia.org/wiki/Volkswagen_Golf_Mk2

857 Jaguar XJR V8 s-c (X350) (2003) by Robert Knight

4

Jaguar XJR V8 s-c (X350) (2003-09) Engine 4196cc V8 Supercharged

Registration Number OE 03 HLY

JAGUAR SET

www.flickr.com/photos/45676495@N05/sets/72157623671588245...

The X350 is the third generation of Jaguar XJ series, replaceing the 1997-02 X308 Series. Like the Audi A8, the X350's chassis and body were constructed from aluminium. While some steel was used in places throughout the chassis, the X350 has a stressed aluminium monocoque/chassis similar in general design to a conventional steel structure, but with two differences; its underbody components are bonded together with aerospace-grade epoxy adhesives while around 3,200 self-piercing rivets are used to create the new XJ's unibody. On its own, the current XJ's bodyshell weighs about the same as a contemporary Mini Hatch. If the car were made of steel, it was estimated that it would weigh 40% more. The third generation of Jaguar's rear suspension changed from the previous double wishbone layout in favour of a more sophisticated multi-link arrangement. In addition the car has all round adaptive air suspension, just like the Audi A8. The X350 features outer headlights larger than the inner headlights as well as greater width length and height, compared to the previous model. Beginning in 2004, chrome trim in the window areas between the front and back doors has been discontinued.

The 4.2 litre V8 Supercharged engine is at the top of the performance model range with an output of 400bhp

Thanks for 19.1 million views

Shot at the VSCC Hillclimb, Prescot, Gloucestershire 03:08:2013 Ref 95a-857

N.R. yellow DMU Test Train on the N.E.R. line at Nafferton - 2387 by Dr. Paddy Oates

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Around 15 minutes behind the last DMU service to Hull and having spent almost two and a half hours on platform 1 at Scarborough, the canary yellow DMU set, pathed as class 150/153, comes through Nafferton at a fair old lick. Consisting of the power car, class 950, 950001 and support car 999601, it is running on the normal headcode for this set, 2Q08, from Neville Hill T&R.S.M.D. via York, Scarborough & Hull to Doncaster West Yard. It set out early this morning at 04:22 and passed through many locations before reaching here- Leeds, Horsforth, Harrogate, Knaresborough, Poppleton, Skelton Jn., York, Haxby, Kirkham Abbey, Malton, Seamer, then Scarborough for a rest at 07:58, departing at 10:28 to come along the N.E.R. line through Seamer again, then Filey, Hunmanby, Bridlington, Carnaby, Burton Agnes, here, then Driffield, Beverley and on to Hull Paragon for 12:03, for reversal and on via Ferriby, Gilberdyke, Howden, Selby, Temple Hirst Jn and fin all arriving Doncaster West Yard at 13:45; quite a day out! Some information about these sets from Wikipedia-

'...The British Rail Class 950 is a diesel multiple unit that was purpose-built by British Rail Engineering Limited's Holgate Road carriage works for the British Rail Research Division for use as a track assessment unit. It is currently operated by Network Rail.

It was built in 1987 using the same bodyshell as the Class 150/1 Sprinters.[2] It was originally classified as a Class 180, but was reclassified into the departmental series. As part of the privatisation of British Rail, it passed to Railtrack in 1994 and then Network Rail in 2002. The unit is formed of two driving motor vehicles. Individual carriages numbered as follows: DM: 999600-999601...'

A single passenger, not waiting for this train, but the photographer to complete his duties, sits on platform one enjoying the quiet, the plantings and the unusual stock passing right in front.

116 Peugeot 404 Coupe (1968) KCK 109 F by Robert Knight

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Peugeot 404 (1960-75) Engine 1618cc S4 OHV

Production 17,223 (Coupe + Cabriolet 1,847,568 (all models France) 2,885374 (all models Total Worldwide)

Registration Number KCK 109 F

PEUGEOT SET

www.flickr.com/photos/45676495@N05/sets/72157623690496925...

The Peugeot 404 is a large family car styled by Pininfarina, with a long European production run of 15 years, but continueing for a further three years to 1980 in Argentina and a further 16 years to 1991 in Kenya. The 404 was offered initially as a saloon, estate, and pickup. A convertible was added in 1962, and a coupé in 1963. Development of the earlier 403, The 404 was fitted with a 1.6 litre petrol engine, with either a Solex carburetor or Kugelfischer mechanical fuel injection or a 1.9 litre diesel engine available as options. They were noteably rugged vehicles with many serving as Taxicabs, and their unbreakable reputation saw them fair well on the unpaved roads of Africa and the pave of Belgium and Northern France

The Peugeot 404 cabriolet/convertible made its first appearance at the Paris Motor Show in October 1961Paris Motorshow, followed six monthe later by the Coupe. The convertible and coupé bodyshells were made by the Pinin Farina workshops in Turin and only the floorpan and mechanical elements were shared with the saloon. These models were initially powered by the same single carburetter engine as the saloon and the option of a fuel injected engine (XCKF1) with a Kugelfischer injection system was added to the range at the Geneva Motor Show in March 1962.

The last 404 Coupé and Cabriolet models were produced in October 1968, after a production run of 17,223 units.

Diolch am 80,518,759 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 80,518,759 amazing views, every one is greatly appreciated.

Shot 30.05.2021. at Capesthorne Hall car show, Siddington Cheshire 145-116

2000 Rolls Royce Corniche 2000 by Ruairidh MacVeigh

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

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

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

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

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

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

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

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

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

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

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

Rover SD1 3500 by Peter Blackert

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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]

1971 Jaguar E Type V12 Coupe by Ruairidh MacVeigh