View allAll Photos Tagged Bodyshell
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number BWS 608 L (Edinburgh)
TRIUMPH ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.
Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) swing-spring layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Diolch am 86,141,978 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 86,141,978 amazing views, every one is greatly 7appreciated.
Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-332
Microplas Mistral (1967) Engine 2088cc S4 OHV
Registration Number RLM 31 E
Chassis no. LSR.102.BH
Engine no. TDD36E
The Microplas Mistral is a special based on a Triumph TR3/4
Microplas Ltd was founded in Rickmansworth, Hertfordshire in the early 1950s by a group of 750 Motor Club enthusiasts who got together to design and produce an all-enveloping glassfibre bodyshell for the Austin Seven chassis. Its first design the Stiletto was followed in 1955 by the Mistral. Intended for the contemporary Ford Ten chassis of 7 6 wheelbase, the original, round-tail Mistral looked rather like a scaled down Jaguar D-Type. Cresting the wave of the 1950s kit car boom, Microplas rapidly expanded, relocating to Mitcham, Surrey and supplying Mistral bodyshells its most successful product - to a number of independent producers including Buckler, Fairthorpe and TVR.
This Triumph-based special has the later, Kamm-tail Mistral bodyshell and was constructed in the mid-1960s by electrical engineer Anthony Snapper using a TR3 chassis, Austin A60 front end, TR4 engine and overdrive gearbox. Following Mr Snappers retirement, the car was advertised for sale and featured in Classic & Sports Car magazine (July 2001). The current owner bought the car from Mr Snapper that same year.
Shot at Brooklands 22:10:2013 REF 79-212
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The Manta A was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door "three-box" coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. In the UK market, the first Manta was sold only as an Opel: there was no Vauxhall-branded Manta (or Ascona) until after the launch, in 1975, of the Manta B1 and Ascona B.
The second car to use the Manta name was launched in August 1975. This two-door "three-box" car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more "sporty" styling, including a droop-snoot nose not seen on the Ascona, although it was standard, on the UK version of the Ascona, the Vauxhall Cavalier. There was still no "Vauxhall Manta", with the car remaining an Opel in the UK. However, a Vauxhall Cavalier was available with the same coupé bodyshell.
In 1977, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant.
Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille.
(Wikipedia)
- - -
Der Opel Manta ist ein fünfsitziger Pkw der Adam Opel AG, der als Manta A im September 1970 auf den Markt kam. Der Wagen ist die technisch identische Coupé-Version der zwei Monate später vorgestellten Opel Ascona A-Limousine. Das Coupé mit wassergekühltem Vierzylinder-Frontmotor und Hinterradantrieb wurde als Konkurrent des bereits seit 1968 erfolgreichen Ford Capri auf den Markt gebracht.
Der Manta A wurde zunächst mit drei verschiedenen CIH-Motoren angeboten, die auch in der größeren Rekord C-Limousine Verwendung fanden: zwei 1,6-l-Varianten mit 68 PS bzw. 80 PS sowie der 1,9-l-Version mit 90 PS.
Als im August 1988 der letzte Manta B vom Band lief, war seine Technik mit der aus dem Kadett B von 1967 stammenden Starrachse (Zentralgelenkachse) und den seit 1965 produzierten CIH-Motoren überholt, obwohl die letzten Modelle schon mit ungeregeltem Katalysator und 5-Gang-Getriebe ausgerüstet wurden. Für Opel war der Manta ein Erfolg: Von beiden Modellreihen wurden zusammen 1.056.436 Wagen gebaut.
(Wikipedia)
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.
G-Model
Bonhams : the Zoute Sale
Estimated : € 120.000 - 160.000
Sold for € 138.000
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
The legendary Porsche 911 Carrera RS resulted from the Zuffenhausen factory's realisation that the excess weight of its top-of-the-range 2.4-litre 911S production model restricted its development potential for racing. It was therefor decided to produced and homologate a special lightweight production variant for competition purposes, which would also incorporate, as standard, specific performance enhancements forbidden as post-production modifications. The result was the Carrera RS (RennSport) of 1972, which featured thinner-gauge metal in its doors, roof, boot lid, floors and even in the gearchange platform. Thinner window glass was provided by Glaverbel and most of the standard sound proofing was removed, while performance modifications included enlarged rear wheel arches to accommodate 7" wide wheel rims, the first of the famous 'duck's tail' spoilers, and the newly enlarged, 2.7-litre, 210 bhp engine.
These alterations resulted in the RS having a top speed of around 150 mph while ensuring that it remained stable and controllable right up to the limit. The homologation regulations required that cars had be built to the lightweight, racing specification; customers wishing to purchase a Carrera RS for the road had to specify the Touring package (order number '472') which cost an extra DM 2.500 (£ 430) and offered the greater comfort of the 911S's trimmed and upholstered interior.
When the homologation targets had been met, the lightweight RS was discontinued but the Carrera name continued on Porsche's top-of-the-range model, which in its new, series-production form mounted the 210 bhp engine in a full-weight, fully trimmed bodyshell; the tail spoiler was an option. Porsche had first used Bosch's K-Jetronic mechanical fuel injection ('MFI') on 911T models destined for the USA, and this cleaner-running system was adopted for the 2.7-litre cars in 1974. As well as reducing emissions, the Bosch injection made the engine more flexible, with better power delivery at low revs.
This Porsche 911 Carrera was delivered new to Barcelona, Spain in March 1975 finished in Grand Prix White with dark red leatherette interior, and left the factory equipped with the following options: tinted windows; rear window with anti-fog system; engine compartment light; and rear fog light. The car was first registered in September 1975 in Barcelona by its first owner, Antonio Giminez Rodriguez, who kept it until 1993, nearly 20 years. It was then sold to Mr Jose Luis Brandes Calvo from Zaragoza. The Carrera stayed in Spain until 2012 and then went to Belgium where it was registered in March 2012. It was last registered in Belgium in February 2014 by Mr Pierre Mélotte.
Although it still presented beautifully, in 2016 the current owner decided to re-spray the car completely from bare metal to the highest standard because of a minor crack in the front left wing paintwork and the fact that the paintwork generally was beginning to show signs of age (invoices on file). At the same time the engine, which had only minor oil leaks, was removed for a complete overhaul; the owner, being a perfectionist, wanted his car to be 100%!
Service records track the odometer readings from February 1993 at 99,614 kilometres to April 2016 at 56.246 kilometres (actually 156.246 kilometres from new). Additional documentation consists of old Spanish registration papers showing technical inspections from 2000-2011; technical inspection 2014; Porsche Certificate of Authenticity; Porsche 111-point check carried out in 2016; Belgian registration papers; and a Classic Data report confirming the car's condition (before restoration) and its estimated value in 2016 of € 190.000. The car also comes with its original pouch with instruction manuals and service booklet; spare key; and the original spare wheel.
Retaining its original dark red interior, beautifully preserved, this Carrera is described by the vendor as in generally excellent condition, ready to enjoy. We have had the pleasure of test-driving the car and can confirm that it performed flawlessly, with a very responsive throttle. This car is worthy of a place in any important collection as direct successor or 'little brother' of the Carrera RS at less than half the price.
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
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
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
Class 47/0 No.47295 comes out of Ipswich yard with a rake of flats for Felixstowe on 4th May 2000 at 13:40..47295 was new as D1997 on 3rd June 1966 at 50A York and withdrawn in March 2002 and moved to Brush Traction,Loughborough for partial stripping on 27th January 2003.Whilst at Brush she was sold to the Brush Type 4 Fund in February 2003 and the bodyshell moved to MOD Ashchurch for secure storage,then on to Long Marston.Preservation did not happen and she was cut up at EMR Kingsbury in July 2011.
Humber Sceptre 1 (1963-65) Engine *1592cc S4 OHV
Production 17,011
Registration Number XMD 173 A (Middlesex)
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
Humber variation on the Hillman Super Minx/Singer Vogue theme. With the Super Minx bodyshell but a unique roof, glass and upper/rear bodywork not shared with the Super Minx or the related Singer Vogue. Originally intended as a replacement for the Sunbeam Rapier but was launched as a Humber while a modified Rapier continued until 1967.. This resulted in the Sceptre being more sporty in character than traditional Humbers. The Sceptre was positioned at the top of the mid-range Rootes Group cars, above the Hillman Super Minx and Singer Vogue. It featured similar twin headlight styling to the Vogue and a more powerful 80 bhp, The high level of equipment included disc front brakes, overdrive, screen washers, reversing lamp, rev counter and a full range of instruments. Automatic transmission was made available later. Whilst the Super Minx and Vogue received revised six light styling in 1964, the Sceptre body continued unchanged until 1965 when it was replaced by the MK II.
*This car is powered by the later 1725cc engine fitted from the 1966 in the Humber Sceptre (Ser.II)
Many thanks for a fantabulous 37,130,700 views
Shot at the Black Country Car Show, Himley Hall 06.09.2015 Ref 106-868
Sold for £ 2.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The A90 Six Westminster was introduced at the 1954 London Motor Show alongside the smaller A40/50 Cambridge saloon range.
It used the new BMC C-Series 2.6-litre straight-six engine which, with a single Zenith carb, produced 85bhp. Suspension was independent at the front using coil springs and wishbones, with leaf springs and anti-roll bar on the live axle at the rear. The four-speed column-change transmission had synchromesh on the top three ratios.
They were as tough as old boots, and even in period competed successfully on International rallies. Nowadays they remain a long-distance rally car of choice, their eminently tuneable C-series engines able to take lots of punishment, as can the sturdy bodyshell and rugged suspension.
This superb 1956 model registers just over 32.000 miles on the clock, which although unsubstantiated, could well be correct given the superb original condition of the car. Show car or race car – those are the options. What happens next is entirely down to you.
The V5C shows five previous owners, although sadly there is no other paperwork with the car.
We do know that its last MOT took place in 2012, but it has seen so little use over the last 12 years that some recommissioning work is bound to be required, however a few weekends work should have it back to near show condition.
E9
Chassis n° 4355031
ex Hans-Joachim Stuck
Zoute Sale - Bonhams
Estimated : € 300.000 - 400.000
Sold for € 402.500
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
1973 was a landmark year for BMW, for not only did the German manufacturer power Jean-Pierre Jarier to the European Formula 2 Championship, it also captured the European Touring Car Championship using one of the most iconic racing 'saloons' of modern times: the 3.0 CSL, known popularly as the 'Batmobile'.
BMW had returned to six-cylinder power for its range-topping models in 1968 with the launch of the 2500 and 2800 saloons. Also new was the 3.0 CSL's forerunner, the 2800CS coupé, though the latter's running gear had more in common with the existing, four-cylinder 2000C/CS. The introduction of the similarly styled 3.0-litre CS in 1971 brought with it numerous improvements, including four-wheel ventilated disc brakes, and with 180bhp on tap the model was good for around 130mph. For racing purposes there was the lightweight 3.0 CSL.
Visually indistinguishable from its more 'run of the mill' relations, the CS and CSi, the 3.0 CSL (Coupé Sport Leicht) was creative homologation at its best. The BMW engineers' solution to the marketing department's requirements was to develop a limited production run 'homologation special' to meet the constrictive framework of the Group 2 racing class regulations. By removing the trim; using thinner steel for the main bodyshell; aluminium alloy for the doors, bonnet and boot lid; and Perspex for the side windows a valuable 300lbs (136kgs) in weight was saved – 'Leicht' indeed.
Homologated initially with a fractionally over-bored (3,003cc) engine (enabling it to compete in the over 3-litre class) the 3.0 CSL came with 206bhp for road use and well over 300 horsepower for the track. In 1973 the engine's stroke was increased, upping capacity to 3,153cc (nominally 3.2 litres) and from mid-season onwards the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University, which consisted of a front chin spoiler, large rear wing and various other devices. Illegal for road use in Germany, the wings were left in the boot for final installation after purchase.
Thus equipped the Batmobiles were able to defeat the previously all-conquering Ford Capri RS2600s: Toine Hezemans capturing the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-driving one to a class win at Le Mans that year with Dieter Quester. Ford bounced back in 1974 but from 1975 onwards the BMW 'Batmobiles' won five consecutive European Touring Car Championships, a quite unprecedented run of success.
With only 1,039 CSLs produced between 1972 and 1975 compared to over 19,000 standard CS/CSi models, these 'specials' will always be relatively rare and today this ultimate BMW coupé is highly sought after.
The 31st of only 57 Series 2 cars produced, chassis number '4355031' was delivered new on 11th July 1974. BMW factory records list this car as a Testwagen M GmbH (M Division test car). First registered in Germany on 14th July '74, it was allocated to works driver Hans-Joachim Stuck soon after he had been photographed airborne at speed in his works car during the Nürburgring 6 Hours: one of motor sport's most enduring images. The German motoring magazine Auto Motor und Sport photographed Stuck with '4355031', the driver stating that stated that he felt "as if it were a piece of myself".
The Batmobile was next owned by Christian Neureuther, member of the West German Olympic ski team, world champion Rosi Mittermeier's husband, and Stuck's close friend. The car was purchased via his sponsor from Jochen Neerpasch, head of BMW Motorsport GmbH. In 1978 Neureuther sold '4355031' to Joseph Zahler, who retained the car until 1995 when world-renowned CSL expert Yannick Bernat acquired it. Bernat immediately commissioned CSL specialist Dieter Toegel to undertake a full restoration using original BMW parts, including the correct, thin-gauge alloy body panels. During restoration the Batmobile was fitted with a period-correct Alpina B2 engine (an in-period factory option) producing 260bhp, 57 horsepower more than the than standard CSL, although it was considerably more expensive.
Subsequently, in 2005, the Batmobile passed to a new owner, Tony Badenoch, in the UK. In 2006, the CSL was exhibited by invitation at Villa d'Este Concours d'Elegance as one of only six cars obtained from collections worldwide to form Class H: 'The Competition and the Show'. While with this owner the CSL was maintained to the highest standards by UK-based specialists. Our vendor purchased the Batmobile at an auction in Monaco in 2010. Seven years later, the car was restored again, as evidenced by invoices on file from Classic Heroes totaling around £18,000 together with restoration photographs and a list of parts that were changed. In addition, the car comes with all the documentation supporting its unique history as a Test Car for BMW's new M Division and association with Hans-Joachim Stuck.
The owner displayed the BMW at Goodwood in April 2019 for the Members' Meeting, which Stuck was scheduled to attend. He was delighted to hear it would be there and said he remembered happy times with it (he said it fitted him like a glove) and offered to sign it. Sadly, he had to cancel his trip so that never happened; instead the owner sent Hans the photograph of him with a girl in the car, which he said brought back great memories of her too! The CSL was also displayed at the 2021 Goodwood Revival 'Earl's Court Motor Show'.
In addition to the aforementioned documents the history file also contains the following: 1990 TüV document stating that Hans-Joachim Stuck was the previous registered owner, and Christian Neureuther is the current one; Current UK V5 registration document; 1998 BMW Mobile Tradition letter stating the car was a test vehicle.
This spectacular Batmobile, featuring a storied history, is eligible for a range of historic events or for simply fast road use, allowing it to continue its story with its new owner.
N. 0/200 D.
Osi Bisiluro Prototype (1967).
Escala 1/66.
Penny Export.
Made in Italy.
Años 60.
More info:
www.hobbydb.com/catalog_items/osi-bisiluro
uno64.mforos.com/2094013/11048854-penny-politoys-polistil...
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Pennys from Italy - Much Admired Micromodelli
Posted by: Doug in Member Blogson Feb 18, 2009
This article was published in 2004, story and images by Doug Breithaupt, Rob Gras and Craig Mueller
(...) "In Italy the models of Mercury were industry leaders and they created Speedy. A relative new-comer, A.P.S. Politoys, founded in 1960, offered a new line of 1:66 scale models and used the Penny name.
Later the Politoys name was changed to Polistil to avoid potential confusion with a British firm named Palitoys.
By 1967, the first explosion of small-scale toy cars was well underway. These early years of 1:64 scale had a strong national flavor with most firms offering a primary selection of models based on the cars and trucks of their native country with a lesser selection of models based on vehicles from other countries.
Often, these models were initially offered for sale in the home country as well although the North American market provided a sales opportunity that could not be ignored."
(...)
"1967 was the initial year for Penny 'micromodelli' and the series only lasted until late 1969 or early 1970 when, like the whole toy car world, a response to Mattel's Hot Wheels was seen essential for survival.
As the packaging shows, a penny and checkered stripe was part of the box art along with illustrations of the model enclosed.
In just 3 short years, Penny produced less than 50 models but among them are some that have become favorites of collectors world-wide."
(...)
"Penny sorted their models into three categories.
- The first was 'Corse', a series of Formula 1 race cars. They created the F1 racing grid for 1967 with models 0/1 through 0/10. New F1 cars for 1968 were offered as 0/11 through 0/15. The rising success of F1 racing and the release of movies like Grand Prix were certainly an inspiration for these models, just as they were for Matchbox, Best Box of Holland and others. The Penny F1 models seem a bit more toy-like than some with large tires. Still, they offer correct colors and must have provided hours of play-time for the junior racing crowd. Polistil continued to offer grand prix cars in small-scale with more realistic models of the 1975, 1976 and 1982 F1 grid, in the later RJ series.
- The second series of models were identified as 'Berlina' and represented a mix of production and concept cars. The remainder of this article will focus on these 'Berlina' models.
- The third category was 'Veicoli Industriali' and included a variety of trucks a snowplow, minibus and tractor shovel in the series. These were numbered 0/110 to 0/122.
(...)
0/200D Osi Bisiluro
"This unique twin-boom concept car is easily the most unique model in the Penny line. While this design has advantages for a sailboat, it's hard to justify on a car."
(...)
0/205 Caravan Trailer
"This tear-drop caravan was the last of the Penny line.
After that, all models carried the Polistil name."
Source: www.planetdiecast.com/index.php?&option=com_myblog&am...
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OSI Silver Fox Prototype (1967)
"O.S.I. (Officine Stampaggi Industriali) Bisiluro “Silver Fox” – Catamaran sportcar (double trunk).
A strange body that resembled more to a nautical vehicle was introduced to the 1967 Turin Motorshow.
Conceived for a possible use in the race or for the attempts of record, it was equipped by a Alpine engine to four cylinders of 1000 cc., positioned behind the seats on the left side. Among the two interior prominences was positioned three wing-shaped aids that furnished an aerodynamic support.
The first one was usable to firm vehicle, the second, that central, with the vehicle in drive, while the third one, systematized on the back one it was fixed and it also included the brakes."
Source: oldconceptcars.com/exotic/osi-silver-fox-prototype-1967/
More info:
es.motors.wikia.com/wiki/OSI_Silver_Fox
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Officine Stampaggi Industriali
From Wikipedia, the free encyclopedia
"OSI, acronym for Officine Stampaggi Industriali (literally "Industrial Stampings Workshops") was a coachbuilding company founded in 1960 in Turin by former Ghia president Luigi Segre (1919–63) and Arrigo Olivetti (1889–1977) from the Fergat company, a manufacturer of automotive components.[OSI was intended to be an independent design branch of Ghia's, focussing on niche efforts.
The short lived company made some custom built cars based on Alfa Romeo, Fiat and Ford models.
One of their first contracts was to build the bodyshells of the 1960 Innocenti 950 Spider, designed by a young Tom Tjaarda at Ghia's behest.
Probably its best known model outside Italy was the Ford 20M TS Coupé based on the German Ford Taunus 20M. The car was designed by Sergio Sartorelli, better known as the designer of the Type 3 based Volkswagen Karmann Ghia Type 34. Approximately 2,200 of the Ford 20M based coupés were produced, of which approximately 200 were thought to have survived through till 2010.
The company also built the Ford Anglia Torino designed by Giovanni Michelotti: 10,007 examples of this model were sold in Italy.
Segre died following appendicitis in 1963, leaving the rising company without its personal link to Ghia and Ford.
He was replaced by Giacomo Bianco of Fergat, but Bianco was unable to keep the company afloat as contracts began to dry up.
In 1966 2,000 employees had to be laid off, and OSI car production ended in December 1967.
Bianco was fired and Sartorelli was charged with winding up operations, incorporating the OSI design office with that of Fiat's in May 1968.
The company remained active as a producer of steel pressings and industrial equipment."
------------------------------
Some models by Osi:
- Alfa Romeo 2600 Berlina de Luxe 1965.
- Alfa Romeo Giulia Scarabeo 1966.
- Ford Anglia Torino.
- OSI-Ford 20 M TS.
Source: en.wikipedia.org/wiki/Officine_Stampaggi_Industriali
Austin Princess 1959 - 1964
Production run of 12703
In 1959 a new Austin A99 Westminster-based Princess was launched. These vehicles were soon changed to bear the Vanden Plas name which became a badge-engineered marque in its own right (rather than being known as coachbuilder for the cars of other marques). The car was smaller than the previous Princess and was largely identical to the Austin A99 Westminster and other models using the same Pininfarina-designed bodyshell. It featured a Vanden Plas grille (fairly square, with a thick surround and vertical slats), round headlamps, and horn grilles on the front. The interior was lavish in typical Vanden Plas style, featuring burr walnut wood trim, leather seats and panels, and high-quality carpeting. A division between the driver and the rear compartment was an optional extra. Power was a 3-litre unit developing 108 hp (81 kW)[3].
A Princess with automatic transmission was tested by the British magazine The Motor in 1961 and had a top speed of 99.3 mph (159.8 km/h) and could accelerate from 0-60 mph (97 km/h) in 16.1 seconds. A fuel consumption of 21.1 miles per imperial gallon (13.4 L/100 km; 17.6 mpg-US) was recorded. The test car cost £1467 including taxes. [3]
This model was replaced in 1961 by the Vanden Plas Princess Mark II. Styling was similar but the wheelbase was two inches (5 cm) longer[4] and anti-roll bars were added to the suspension at both ends of the car. The engine was uprated to 120 hp (89 kW). Better brakes were fitted, and interior improvements included built-in drop-down picnic tables the rear seat passengers. Options now included Smith's air-conditioning.
This model lasted until 1964.
The Hillman Avenger is a rear-wheel drive small family car originally manufactured under the Hillman marque by the Rootes Group from 1970–1976, and made by Chrysler Europe from 1976–1981 as the Chrysler Avenger and finally the Talbot Avenger. The Avenger was marketed in North America as the Plymouth Cricket.
The Avenger was initially produced at Rootes' plant in Ryton-on-Dunsmore, England, and later at the company's Linwood facility near Glasgow, Scotland.
1970: Hillman Avenger
Introduced in February 1970, the Avenger was significant as it was the first and last car to be developed by Rootes after the Chrysler takeover in 1967. Stylistically, the Avenger was undoubtedly very much in tune with its time; the American-influenced "Coke Bottle" waistline and semi-fastback rear-end being a contemporary styling cue, indeed the Avenger would be the first British car to be manufactured with a one piece plastic front grille. However, from an engineering prospective it was rather conventional, using a 4-cylinder all-iron overhead valve engine in 1250 or 1500 capacities driving a coil spring suspended live axle at the rear wheels. Unlike any previous Rootes design, there were no "badge-engineered" Humber or Singer versions in the UK market. The Avenger was immediately highly praised by the press for its good handling characteristics and generally good overall competence on the road and it was considered a significantly better car to drive than rivals like the Morris Marina.
Initially, the Avenger was available as a four-door saloon in DL, Super and GL trim levels. The DL and Super could be had with either the 1250 or 1500 cc engines, but the GL was only available with the 1500 cc engine. Since the DL was the basic model in the range, it featured little more than rubber mats and a very simple dashboard with a strip-style speedometer. The Super was a bit better equipped, featuring carpets, armrests, twin horns and reversing lights, though the dashboard was carried over from the DL. The top-spec GL model featured four round headlights (which was a big improvement over the rectangular ones from the Hillman Hunter that were used on the DL and Super), internal bonnet release, two-speed wipers, brushed nylon seat trim (previously never used on British cars), reclining front seats, and a round-dial dashboard with extra instrumentation.
Not only was the Avenger's styling totally new, but so were the engine and transmission units, which were not at all like those used in the larger "Arrow" series Hunter. Another novelty for the Avenger was the use of a plastic radiator grille, a first in Britain and at 4 ft 6 in (137 cm) wide claimed as the largest mass-produced plastics component used at this time by the European motor industry. The Avenger was a steady seller in the 1970s, in competition with the Ford Escort and Vauxhall Viva. Chrysler was attempting to make the Avenger to be a "world car", and took the ambitious step of marketing the Avenger as the Plymouth Cricket in the U.S. Complaints of rust, unreliability, plus apathy towards small cars amongst buyers in the U.S., saw it withdrawn from that market after only two years.
Introduction of body and trim variations
In October 1970, the Avenger GT was added to the range. It had a twin-carburettor 1500 cc engine, four-speed manual or three-speed automatic transmission (also optional on the 1500 DL, Super and GL). The GT featured twin round headlights, go-faster stripes along the sides of the doors and "dustbin lid" wheel covers, which were similar to those found on the various Datsuns and Toyotas of the 1970s.
The basic fleet Avenger was added to the range in February 1972. It was offered with either 1250 or 1500 cc engines (the latter available with the automatic transmission option). The fleet Avenger was very basic: it did not have a sun visor for the front passenger, and the heater blower had just a single speed. In October 1972, the Avenger GT was replaced by the Avenger GLS, which came with a vinyl roof and Rostyle sports wheels.
In March 1972, the five-door estate versions were introduced, in DL and Super forms (both available with either 1250 or 1500 cc engines) and basically the same specifications as the saloon versions. However, 'heavy-duty springing' was fitted and the estate had a maximum load capacity of 1,040 lb (470 kg), compared to 840 lb (380 kg) for the saloon.
.
The two-door saloon models were added in March 1973, with all engine and trim options of the existing four-door range. Styling of the two-door was similar to the four-door, but the side profile was less curvaceous.
The car was extensively marketed in continental Europe, first as a Sunbeam. It was without the Avenger name in France, where it was known as the Sunbeam 1250 and 1500; later the 1300 and 1600. Some northern European markets received the car as the Sunbeam Avenger.
Both engine sizes were upgraded in October 1973. The 1250 became the 1300, while the 1500 became the 1600 with nearly all the same previous trim levels except for the basic fleet Avenger, which was discontinued at this point. The GL and GT trim levels were now also offered with the 1300 engine and two-door saloon body.
1972: Avenger Tiger
Named to evoke memories of the Sunbeam Tiger, the Avenger Tiger concept began as a publicity exercise. Avenger Super (four-door) cars were modified by the Chrysler Competitions Centre under Des O' Dell and the Tiger model was launched in March 1972. Modifications included the 1500 GT engine with an improved cylinder head with enlarged valves, twin Weber carburetors and a compression ratio of 9.4:1. The engine now developed 92.5 bhp (69 kW) at 6,100 rpm. The suspension was also uprated, whilst brakes, rear axle, and gearbox are directly from the GT.
A distinctive yellow colour scheme ("Sundance") with a bonnet bulge, rear spoiler and side stripes was standard, set off with "Avenger Tiger" lettering on the rear quarters.
Road test figures demonstrated a 0–60 mph time of 8.9 seconds and a top speed of 108 mph (174 km/h). These figures beat the rival Ford Escort Mexico, but fuel consumption was heavy. Even in 1972, the Tiger developed a reputation for its thirst.
All Avenger Tigers were assembled by the Chrysler Competitions Centre and production figures are vague but around 200 of the initial Mark 1 seems likely.
In October 1972, Chrysler unveiled the more "productionised" Mark 2 Tiger. The Avenger GL bodyshell with four round headlights was used. Mechanically identical to the earlier cars, the bonnet bulge was lost although the bonnet turned matt black, and there were changes to wheels and seats. These cars went on sale at £1,350. Production was around 400. Red ("Wardance") was now available as well as yellow ("Sundance"), both with black detailing.
[Text from Wikipedia]
en.wikipedia.org/wiki/Hillman_Avenger
This miniland-scale Lego 1972 Hillman Avenger Tiger has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.
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...
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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...
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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
Related
Volkswagen Jetta
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
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...
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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...
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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
Related
Volkswagen Jetta
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
The Porsche 911 (pronounced Nine Eleven or German: Neunelf) is a two-door, 2+2 high performance sports car made since 1963 by Porsche AG of Stuttgart, Germany. It has a rear-mounted six cylinder boxer engine and all round independent suspension. It has undergone continuous development, though the basic concept has remained little changed. The engines were air-cooled until the introduction of the Type 996 in 1998, with Porsche's "993" series, produced in model years 1994-1998, being the last of the air-cooled Porsches.
The 911 has been modified by private teams and by the factory itself for racing, rallying, and other forms of automotive competition. It is among the most successful competition cars. In the mid-1970s, naturally aspirated 911 Carrera RSRs won major world championship sports car races such as Targa Florio, Daytona, Sebring, and Nürburgring, even against prototypes. The 911-derived 935 turbo also won the 24 Hours of Le Mans in 1979.
In the 1999 international poll for the award of Car of the Century, the 911 came fifth. It is one of two in the top five that had remained continuously in production (the original Beetle remained in production until 2003), and was until 1998 a successful surviving application of the air- (now water-) cooled opposed rear-engine layout pioneered by its ancestor, the Volkswagen Beetle. It is one of the oldest sports coupé nameplates still in production, and 820,000 had been sold by the car's 50th anniversary in 2013. "Around 150,000 911 cars from the model years 1964 to 1989 are still on the road today."
911 NOMENCLATURE
Although Porsche internally changes the headings for its models, all 911 models were and are currently sold as a "911". The headings below use Porsche's internal classifications:
Porsche 911 (1963–1989)
Porsche 930 (1975-1989) a turbo version of the original 911
Porsche 964 (1989–1994)
Porsche 993 (1995-1998)
Porsche 996 (1999-2004) all-new body and water-cooled engines
Porsche 997 (2005–2011)
Porsche 991 (2012–Present)
The series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. It often changes annually to reflect changes for the new model year. The first 911 models are the "A series", the first 993 cars are the "R series".
Not all of the Porsche 911 models ever produced are mentioned here. The listed models are notable for their role in the advancements in technology and their influence on other vehicles from Porsche.
Carrera: Also offered in upgrades of S and GTS. All models have cabriolet options.
Carrera 4: Also offered in upgrades of S and GTS. All models have cabriolet options.
Targa 4: Also offered in upgrades of S and GTS.
Turbo: Also offered in upgrades of S. All models have cabriolet options.
AIR-COOLED ENGINES (1963–1997)
PORSCHE 911 CLASSIC (1963–1989)
The 911 traces its roots to sketches drawn by Ferdinand "Butzi" Porsche in 1959. The Porsche 911 was developed as a more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model. The new car made its public debut at the 1963 Frankfurt Motor Show (German: Internationale Automobil-Ausstellung). The car was developed with the proof-of-concept twin-fan Type 745 engine, and the car presented at the auto show had a non-operational mockup of the production single-fan 901 engine, receiving a working one in February 1964.
It originally was designated as the "Porsche 901" (901 being its internal project number). 82 cars were built as 901s. However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. Internally, the cars' part numbers carried on the prefix 901 for years. Production began in September 1964, the first 911s reached the US in February 1965 with a price tag of US$6,500.
The earliest edition of the 911 had a 130 metric horsepower (96 kW; 128 hp) Type 901/01 flat-6 engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder, 1582 cc unit. The car had four seats although the rear seats were small, thus the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a four or five-speed manual "Type 901" transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, initially objected but later was also involved in the design.
The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement, offering the de-tuned version of 356 SC's 4-cylinder, 1582 cc, 90 hp (67 kW) boxer four Type 616/36 engine inside the 911 bodywork with Type 901 four speed transmission (5 speed was optional).
In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine, the power raised to 160 PS (118 kW; 158 hp). Forged aluminum alloy wheels from Fuchs, in a distinctive 5-spoke design, were offered for the first time. In motor sport at the same time, the engine was developed into Type 901/20 installed in the mid-engined Porsche 904 and Porsche 906 with 210 PS (154 kW), as well as fuel injected Type 901/21 installed in 906 and 910 with 220 PS (160 kW).
In Aug. 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels, and the previously standard gasoline-burning heater became optional. The Targa (meaning "plate" in Italian) version was introduced. The Targa had a stainless steel-clad roll bar, as Porsche had, at one point, thought that the U.S. National Highway Traffic Safety Administration (NHTSA) would outlaw fully open convertibles in the US, an important market for the 911. The name "Targa" came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968).
The 110 PS (81 kW; 108 hp) 911T was also launched in 1967 with Type 901/03 engine. The 130 PS (96 kW; 128 hp) model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fiberglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS (154 kW).
The B series went into production in Aug. 1968 that replaced the 911L model with 911E with fuel injection, and remained in production until July 1969. 911E gained 185/70VR15 tires and 6J-15 wheels.
The C series was introduced in Aug. 1969 with enlarged 2.2 L engine (84 mm bore x 66 mm stroke). The wheelbase for all 911 and 912 models was increased from 2211 to 2268 mm, to help remedy to the cars' nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). A semi-automatic Sportomatic model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added. It was canceled after the 1980 model year partly because of the elimination of a forward gear to make it a three-speed.
The D series was produced from Aug. 1970 to July 1971. The 2.2 L 911E (C and D series) had lower power output of the 911/01 engine (155 PS (114 kW; 153 hp) at 6200 rpm) compared to the 911S's Type 911/02 (180 PS (132 kW; 178 hp) at 6500 rpm), but 911E was quicker in acceleration up to 160 km/h (100 mph).
The E series for 1972–1973 model years (Aug. 1971 to July 1972 production) consisted of the same models, but with a new, larger 2341 cc engine. This is universally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch (Kugelfischer) mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the U.S. and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130HP) to 140 HP, commonly known as a 911T/E.
With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. For this reason it's commonly called an "Oil Klapper", "Ölklappe" or "Vierte Tür". This rare 1972 911 is considered highly collectable.
The F series (Aug. 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine.
911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1050 kg. The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 2466 cc or 2494 cc, producing 270 PS (199 kW; 266 hp) at 8000 rpm. Weight was down to 960 kg. The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio.
911 CARRERA RS (1973 AND 1974)
These models are sometimes considered by enthusiasts to be the most "classic" 911s. RS stands for Rennsport in German, meaning race sport. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built to meet motorsport homologation requirements. Compared to a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with Bosch (Kugelfischer) mechanical fuel injection, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg, in Sport Lightweight form it was about 100 kg lighter, the saving coming from thin gauge steel used for parts of the body shell and also the use of thinner glass. In total, 1,580 were made, and qualified for the FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).
For the 1974 IROC Championship (which started in Dec. 1973), 1973 Carrera RSR models were fitted with the 3.0 engine and a flat "whale tail" in place of the ducktail spoiler.
In 1974, Porsche created the Carrera RS 3.0 with mechanical fuel injection producing 230 PS (169 kW). Its price was almost twice that of the 2.7 RS, but it offered racing capability. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thinner metal plate panels and a spartan interior enabled its weight to be reduced to around 900 kg.
The Carrera RSR 3.0 was sold to racing teams and scored wins in several major sports car races of the mid-1970s. Also, a prototype Carrera RSR Turbo (with 2.1 L engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sports car racing. This, and the earlier Porsche 917, was Porsche's commitment to turbocharger applications in its cars.
911 AND 911S 2.7 (1973–1977)
Model year 1974 (G Series. Aug. 1973 to July 1974 production) saw three significant changes. First, the engine size was increased to 2687 cc achieving higher torque. Second, new impact bumpers conformed with low-speed protection requirements of US regulations. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear arches of the old 2.4, now had a 2.7-litre engine producing 150 PS (110 kW; 150 hp) and 175 PS (129 kW; 173 hp), respectively.
Carrera 2.7 MFI AND CIS (1974–1976)
The Carrera 2.7 model built for all markets, except for the United States, used the 210 PS (150 kW; 210 hp) RS 911/83 engine with Bosch mechanical fuel injection pump from the 1973 Carrera RS. These Carrera 2.7 MFI models were built from 1974 until 1976 and were mechanically identical to the 1973 Carrera RS. The Carrera 2.7 model produced for the North American markets, often referred to as the Carrera 2.7 CIS, was powered by the same 2.7 litre engine as the 911S which produced 175 PS (129 kW; 173 hp). The initial Carrera 2.7 models had the same welded-on rear RS flares, before switching to the SC stamped style rear flares during the middle of the 1974 production year. The Carrera 2.7 coupés weighed in at 1075 kg, the same weight as the 1973 Carrera RS Touring.
For the 1974 model year, the Carrera 2.7 was available with the "ducktail "rear spoiler first introduced with the 1973 Carrera RS. In the North American markets the ducktail was standard equipment for the Carrera. All other markets the ducktail was optional, except or the home German market where the ducktail had been outlawed by the TÜV road homologation department. This led to the introduction of the whale tail rear spoiler, available as an option on the 1974-75 Carrera 2.7 models, as well as the newly introduced Porsche 930 Turbo.
The Carrera 2.7 was replaced by the Carrera 3.0 for the 1976 model, except for a special run of 113 1976 Carrera 2.7 MFI coupés were built for the German market featuring the 911/83 RS engine, with an additional 20 narrow-bodied 1976 Carrera MFI 2.7 Targas being supplied to the Belgian Gendarmerie. The 1976 Carrera 2.7 MFI Sondermodells were the last mechanically fuel injected 911 produced by Porsche, and still featured the 1973 RS engine.
912E (1976)
For the 1976 model year, the 912E was produced for the U.S. market. This was 4-cylinder version of the 911 in the same manner as the 912 that had last been produced in 1969. It used the I-series chassis powered by the Volkswagen 2.0 engine also used the Porsche 914. 2,099 units were produced. The 912E was replaced by the front-engine Porsche 924 for the 1977 model year.
CARRERA 3.0 (1976–1977)
For the 1976 model year, Porsche introduced the Carrera 3.0 with wide rear flares, optional whaletail, and a variety of other luxury options. It was available in all markets except North America. The Carrera 3.0 was fitted with a variation of the 930 Turbo's 2994 cc engine (minus the turbocharger). The engine (dubbed the 930/02) featured K-Jetronic CIS. It developed 200 PS (150 kW; 200 hp) in contrast to the older Carrera 2.7 MFI model's 210 PS (150 kW; 210 hp). The crankcase and gearbox housing were made of aluminium rather than magnesium for extra durability.
The new engine, which featured bigger intake and exhaust valves, produced greater torque allowing the Carrera 3.0 to achieve the same performance as the previous Carrera 2.7, 0-100 km/h (0-62 mph) in 6.1 seconds and 0-200 km/h in 27 seconds. Both versions boasted a top speed of approximately 236 km/h (147 mph).
Weight increased marginally by 45 kg to 1120 kg.
The 911 Carrera 3.0 was produced in both targa (1,125 examples produced) and coupé (2,566) versions. The Carrera 3.0 was available with manual gearbox (type 915) with 4 or 5 speeds as well as 3-speed automatic transmission (called the Sportomatic). Production totals were 3,691 manual cars and 58 Sportomatics.
930 TURBO AND TURBO CARRERA 3.0-LITRE (1975–1977)
For the 1975 model year, Porsche introduced the first production turbocharged 911. Although called the 930 Turbo (930 being its internal type number) in Europe, it was marketed as the 930 Turbo Carrera in North America. The body shape incorporated wide wheel-arches to accommodate the wide tires, and a large rear spoiler often known as a "whale tail" on the early cars (modified from the original 1974 IROC design). They were initially fitted with a 3.0-litre engine 260 PS (190 kW; 260 hp) and four-speed gearbox.
Production of the first 400 units qualified the 930 for FIA Group 4 competition, with the racing version called the Porsche 934 of 1976. They participated at Le Mans and other races including battles with the BMW 3.0 CSL "Batmobile". The FIA Group 5 version called Porsche 935 evolved from the 934. Fitted with a slope nose, the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed.
930 TURBO 3.3-LITRE (1978–1989)
For the 1978 model year, Porsche revised the 930 with a larger 3.3-litre turbocharged engine with intercooler that produced 300 PS (220 kW; 300 hp). To fit the intercooler a newly designed "tea-tray" tail replaced the earlier whale tail. Porsche dropped the "Carrera" nomenclature for the North American markets and simply call it the Porsche Turbo worldwide. The larger engine helped reduce some of the turbo lag inherent in the earlier version.
Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.
911SC (1978–1983)
In 1978, Porsche introduced the new version of the 911, called the '911SC'. Porsche reintroduced the SC designation for the first time since the 356SC (as distinguished from the race engined 356 Carrera). There was no Carrera version of the 911SC. The "SC" stands for "Super Carrera". It featured a 3.0-litre engine with Bosch K-Jetronic fuel injection and a 5-speed 915 transmission. Originally power output was 180 bhp, later 188 bhp and then in 1981 it was increased to 204 bhp. In 1981 a Cabriolet concept car was introduced at the Frankfurt Motor Show. The convertible body design also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche's first cabriolet since the 356 of the mid-1960s. A total of 4,214 were sold in its introductory year, despite its premium price relative to the open-top targa. Cabriolet versions of the 911 have been offered ever since.
In 1979, Porsche had made plans to replace the 911 with their new 928. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions. 911 SC sales totaled 58,914 cars.
Peter W. Schutz (CEO Porsche AG 1981–1987) wrote:
The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott de:Helmuth Bott, the Porsche operating board member responsible for all engineering and development. I noticed a chart on the wall of Professor Bott's office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944, 928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.
CARRERA 3.2 (1984–1989)
The replacement for the SC series came in 1984 named 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. This was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.
A new higher-displacement motor, a 3.2-litre horizontally opposed flat 6-cylinder, was utilized. At the time Porsche claimed it was 80% new. The new swept volume of 3164 cc was achieved using the 95 mm bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven BorgWarner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.
With the new engine, power was increased to 207 bhp (154 kW; 210 PS) (@ 5900 rpm) for North American-delivered cars and to 231 bhp (172 kW; 234 PS) (@ 5900 rpm) for most other markets. This version of the 911 accelerated 0–60 mph (100 km/h) in 5.4 seconds and had a top speed of 150 mph (242 km/h) as measured by Autocar. Factory times were more modest: 0–60 mph time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.
The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan.
Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to an L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map and chip programming from October 1986 further improved the power to 217 bhp (162 kW; 220 PS) (@ 5900 rpm) for North American delivered cars as well as for other markets mandating low emissions, like Germany.
Three basic models were available – coupé, targa and cabriolet. The Carrera is almost indistinguishable from the SC with the external clue being the front fog lights that were integrated into the front valance. Only cosmetic changes were made during the production of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.
In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the "Turbo-look". It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive "tea tray" tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were high for its first two years in the United States because the desirable 930 was not available.
The 911 Carrera Club Sport (CS) (option M637), 340 of which were produced from August 1987 to September 1989, is a reduced weight version of the standard Carrera that, with engine and suspension modifications, was purpose built for club racing. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof (except one unit), air conditioning (except two unit), radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid "Carrera" logo, all in order to save an estimated 70 kg in weight. With the exception of CSs delivered to the UK, all are identifiable by the "CS Club Sport" decal on the left front fender and came in a variety of colors, some special ordered. Some U.S. CS's did not have the decal installed by the dealer; however, all CS's have a "SP" stamp on the crankcase and cylinder head. The UK CS's were all "Grand Prix White" with a red "Carrera CS" decal on each side of the car and red wheels. Although the CS was well received by the club racers, because it cost more than the stock 911, but had fewer comfort features. According to Porsche Club of America and Porsche Club Great Britain CS Registers, 21 are documented as delivered to the U.S. in 1988 with 7 in 1989, one to Canada in 1988 and 53 to the United Kingdom from 1987 to 1989.
For 1989, Porsche produced the 25th Anniversary Special Edition model to mark the 25th year of 911 production. The 1989 Porsche brochure lists production of 500 U.S. market cars, of which 300 were coupés (240 in silver metallic paint and 60 in satin black metallic, and 200 cabriolet models (160 in silver and 40 in black). All had "silk grey" leather with black accent piping and silk grey velour carpeting. Included were body color Fuchs wheels in 6x16 (front) and 8x16 (rear), stitched leather console with an outside temperature gauge and a CD or cassette holder, a limited slip differential, and a short shifting gear lever, as well as small bronze "25th Anniversary Special Edition" badges
According to the manufacturer, around 150,000 911 cars from the model years 1964 to 1989 are still on the road today.
The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2,104) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version production was 171. The Speedster started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.
Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).
964 SERIES (1989–1993)
In late-1989, the 911 underwent a major evolution with the introduction of the Type 964. With technologies from the 959 model, this would be an important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone. It was launched as the Carrera 4, the "4" indicating four-wheel-drive, demonstrating the company's commitment to engineering. Drag coefficient was down to 0.32. A rear spoiler deployed at high speed, preserving the purity of line when the vehicle was at rest. The chassis was redesigned overall. Coil springs, ABS brakes and power steering made their debut. The engine was increased in size to 3600 cc and developed 250 PS (184 kW). The rear-wheel-drive version, the Carrera 2, arrived a year later.
The 964 incarnation of the 911 Turbo returned in 1990 after an absence from the price lists. At first it used a refined version of the 3.3 L engine of the previous Turbo, but two years later a turbo engine based on the 3.6 L engine of the other 964 models was introduced.
In 1990, Porsche introduced the ahead-of-its-time Tiptronic automatic transmission in the 964 Carrera 2, featuring adaptive electronic management and full manual control. The 964 was one of the first cars in the world offered with dual airbags standard (from 1991), the first being the Porsche 944 Turbo (from 1987).
In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe only. In 1993, appeals from American customers resulted in Porsche developing the RS America of which 701 were built. In 1994, the RS America returned with rear seats. A total of 84 RSA's were made in 1994. However, while European RS was a homologation special, RS America was an option delete variant of the regular model. The RS 3.8 of 1993 had Turbo-style bodywork, a larger fixed whale tail in place of the movable rear spoiler, and a 300 PS (221 kW) 3746 cc engine.
Since the RS/RS America was intended as a no-frills, higher performance version of the 964, there were four factory options available: a limited-slip differential, AM/FM cassette stereo, air conditioning, and a sunroof. The interior was more basic than a standard 911 as well; for example the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism. Although the RS America was about $10,000 cheaper than a fully equipped C2 at the time of their production, these models now command a premium price on the used market over a standard 964 (RS Europe was about $20,000 more expensive than a C2).
964 Turbo (1990–1994)
In 1990 Porsche introduced a Turbo version of the 964 series. This car is sometimes mistakenly called 965 (this type number actually referred to a stillborn project that would have been a hi-tech turbocharged car in the vein of the 959). For the 1991 through 1993 model years, Porsche produced the 964 Turbo with the 930's proven 3.3 L engine, improved to produce 320 PS (235 kW). 1994 brought the Carrera 2/4's 3.6 L engine, now in turbo-charged form and sending a staggering 360 PS (265 kW) to the rear wheels. With the 993 on the way, this car was produced through 1994 and remains rather rare.
993 Series (1994–mid 1998)
The 911 was again revised for model year 1994 under the internal name Type 993. This car was significant as it was the final incarnation of the air-cooled 911 first introduced in 1964. Most enthusiasts and collectors consider the 993 to be the best of the 911 series. As Car & Driver noted, "Porsche's version of the Goldilocks tale is the 993-generation 911, the one many Porschephiles agree that the company got just right," with an "ideal blend of technology and classic 911 air-cooled heritage."
The exterior featured all-new front and rear ends. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the 959. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay and completed in 1991.
Along with the revised bodywork, mechanically the 993 also featured an all-new multilink rear suspension that improved the car's ride and handling. This rear suspension was largely derived from the stillborn Porsche 989's rear multilink design, and served to rectify the problems with earlier models' tendency to oversteer if the throttle or brakes were applied mid-corner. These modifications also reduced previous 911's lift-off oversteer problems to a much more moderate degree.
The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition. Engine capacity remained at 3.6 L, but power rose to 272 PS (200 kW / 268 BHP) thanks to better engine management and exhaust design, and beginning with model year 1996 to 286 PS (210 kW / 281 BHP). The 993 was the first Porsche to debut variable-length intake runners with the "Variocam" system on 1996 models. This addressed the inherent compromise between high-rpm power production and low-rpm torque production, and was one of the first of its kind to be employed on production vehicles. However, the Varioram version with its ODB II had issues with carbon deposits, resulting in failed smog tests. This caused expensive repairs, and made comparisons with the 1995 car (with OBD I and just 12 hp less) inevitable. Meanwhile, a new four-wheel-drive system was introduced as an option in the form of the Carrera 4, the rear-wheel-drive versions simply being called Carrera or C2. A lightweight RS 993 had a 3.8 L engine with 300 PS (221 kW / 296 BHP), and was only rear-wheel drive.
Non-turbo models appeared that used the Turbo's wide bodyshell and some other components (the Carrera 4S and later the Carrera S) but not the large tack-on Turbo "hibachi" spoiler. "The Carrera S series (C2S) from 1997 thru 1998 is (according to most Porsche enthusiasts) the most highly sought after version of the 993."
The Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window. The expensive air-cooled 993 Targa had a limited release between 1996 and 1998. [Production numbers: 1996: US/Can: 462 ROW: 1980, 1997: US/Can: 567 ROW: 1276, 1998: US/Can: 122 (100 Tiptronic / 22 Manual)]
As an investment, the 1997 and 1998 C2S version has proven the most desirable (apart from even rarer models such as the RS and Turbo S). "Many find that they are the best looking 911 there is and used prices have always seemed to reflect this. They command a hefty premium in today's market and the very best example wide body cars can be priced more than the higher mileage Turbos." Of the widebody 993 series, "The purists will want 2 wheel drive and nothing else will do." Similarly, purists will insist upon the manual transmission over the automatic "Tiptronic" version; this is even more true in the case of the 993 as compared with other models, because Porsche 993s were the first production model (apart from the 959 supercar) to feature a 6-speed manual transmission. The C2S wide-body 993s are in scarce supply, with none built in 1995 or 1996, and just 759 units made for North America in 1997, with a final supply of 993 in 1998, for a total of 1,752 C2S examples overall.
993 TURBO (1995–1997)
A Turbo version of the 993 was launched in 1995 and became the first standard production Porsche with twin turbochargers and the first 911 Turbo to be equipped with permanent all-wheel-drive (the homologated GT2 retained RWD). The similarity in specification and in performance levels inspired several comparison road tests with the Porsche 959. The 3.6 L twin turbo M64/60 engine produced 408 PS (300 kW / 402 BHP).
In 1997, Porsche introduced a limited run of 183 copies of the 993 911 Turbo S with 24 PS (17.7 kW) over the regular Turbo's 400 PS (294 kW). Features include a scoop on the side right behind the doors for engine cooling and vents on the whale tail rear spoiler.
WATER-COOLED ENGINES (1998–PRESENT)
996 SERIES (1998/9–2004)
The water-cooled Type 996 replaced the air-cooled mechanism used in the 911 for 34 years. This was also the first major re-design to the body shell. The 996 styling shared its front end with Porsche's mid engined Boxster. Pinky Lai's work on exterior won international design awards between 1997 and 2003.
The Carrera model had a 0.30 coefficient of drag. The interior was criticized for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s.
The Type 996 spawned over a dozen variations, including all-wheel-drive Carrera 4 and Carrera 4S (which had a 'Turbo look') models, the club racing-oriented GT3, and the forced-induction 996 Turbo and GT2. The Turbo, four-wheel-drive and twin-turbo, often made appearances in magazines' lists of the best cars on sale.
The Carrera and Carrera 4 underwent revisions for model year 2002, receiving clear lens front and rear indicator lights which were first seen on the Turbo version two years earlier. This allowed the 911 to be more distinguishable from the Boxster. A mildly revised front fascia was also introduced, though the basic architecture remained.
Engine displacement was 3.4 L and power 300 PS (221 kW) featuring dry sump technology and variable valve timing, increased in 2002 to 3.6 L and 320 PS (235 kW).
The roof system on the convertible transformed the car from a coupé to a roadster in 19 seconds. The car is equipped with a rear spoiler that raises at speeds over 120 km/h. It can also be raised manually by means of an electric switch.
Starting from the models with water-cooled engines, 911 Carreras do not come with rear limited-slip differential, except the 40th Anniversary 911, GT2, GT3 and Turbo. The exception would be for MY1999 where the limited-slip differential was available as option code 220.
996 GT3 (1999–2004)
Porsche released a road version GT3 version of the 996 series which was derived from the company's racing GT3. Simply called GT3, the car featured lightweight materials including thinner windows. The GT3 was a lighter and more focused design with the emphasis on handling and performance. The suspension ride height was lowered and tuned for responsiveness over compliance and comfort. These revisions improved handling and steering. Of more significance was the engine used in the GT3. Instead of using a version of the water-cooled units found in other 996s, the naturally aspirated engine was derived from the Porsche 911 GT1 '98 sports-prototype racing car and featured lightweight materials which enabled the engine to rotate at high speeds.
The engine was a naturally aspirated 3600 cc flat-six (F6) rather than either engine from the pre-facelift and revised Carrera. It produced 360 bhp (268 kW; 365 PS) at first and later improved to 381 bhp (284 kW; 386 PS) at the end of the 996 series' revision.
The GT3 did not feature rear seats.
996 TURBO (2001–2005)
In 2000, Porsche launched the Turbo version of the Type 996 for MY 2001. Like the GT3, the new Turbo engine derived from the 911 GT1 engine and, like its predecessor, featured twin-turbos and now developed 420 PS (309 kW). Also like its predecessor the new Turbo was only available with all-wheel drive. In 2002, a US$17,000 factory option, the X50 package, was available that boosted the engine output to 450 PS (331 kW) with 620 N·m (457 lb·ftf) of torque across a wide section of the power band. With the X50 package in place the car could make 0–100 km/h in 3.91 seconds. Later on toward the end of the 996 life cycle, a 996 Turbo S coupé also returned to the US along with a new debut of the Turbo S Cabriolet boasting even more power - 450 PS (331 kW) and 620 N·m (457 lb·ftf) - than the regular Turbo. The Turbo can reach a top speed of 189 mph (304 km/h).
The styling was more individual than previous Turbos. Along with the traditional wider rear wings, the 996 Turbo had different front lights and bumpers when compared to the Carrera and Carrera 4. The rear bumper had air vents that were reminiscent of those on the Porsche 959 and there were large vents on the front bumper, which have been copied on the Carrera 4S and Cayenne Turbo.
Most important of all, the Styling of 996 Turbo was done, for the first time (1997) in the company history and in the car design field, with the help of Computer Aided Styling. Practically a digital Styling model existed before the full size clay model, and 99% of the Styling changes were done on the digital model and then the clay model would be milled (CNC) in order to present to the top management for approval.
997 SERIES (2005–2012)
In 2005, the 911 was revised and the 996's replacement, the 997, was unveiled. The 997 keeps the basic profile of the 996, bringing the drag coefficient down to 0.28, but draws on the 993 for detailing. In addition, the new headlights revert to the original bug-eye design, drifting from the teardrop scheme of the 996. Its interior is also similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. The 997 shares less than a third of its parts with the outgoing 996, but is still technically similar to it.
Initially, two versions of the 997 were introduced - the rear-wheel-drive Carrera and Carrera S. While the base 997 Carrera produced 325 PS (239 kW) from its 3.6 L Flat 6, a more powerful 3.8 L 355 PS (261 kW) Flat 6 powers the Carrera S.
In late 2005, Porsche announced the all-wheel-drive versions to the 997 lineup. Carrera 4 models (both Carrera 4 and Carrera 4S) were announced as 2006 models. Both Carrera 4 models are wider than their rear-wheel-drive counterparts by 32 mm to cover wider rear tires. 0–60 mph (97 km/h) for a base Carrera 4 with the 325 PS (239 kW; 321 hp) engine was reported at 4.5 seconds according to Edmunds.com. The 0–100 km/h acceleration for the Carrera S with the 355 PS (261 kW; 350 hp) was noted to be as fast as 4.2 seconds in a recent Motor Trend comparison, and Road & Track has timed it at 3.8 seconds.
WIKIPEDIA
Prince Charles Metro launch 1980. At the Longbridge factory British Leyland on 20 October 1980, Prince Charles offically opens the New West Works, designed to make Metro bodyshells using the latest robot technology. Chatting to a group of women workers.
Collection: Longbridge
Date: 1980
Reference Number: L009874-5
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/.
Austin Healey Sprite Mk.1 (Frogeye) (1958-61) *Engine 948cc S4 BMC A Series Production 48987
Registration Numbe VJU 844
AUSTIN HEALEY SET
www.flickr.com/photos/45676495@N05/sets/72157623759812996...
Known affectionately as the Frogeye or Bugeye in the USA because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward in as manner simular to the 1978 Porsche 928, but cost cutting resulted in the flip mechanism being deleted from the production car. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957.
The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque however. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.
Powered by a 43bhp 948cc engine, derived from the Austin A35 & Morris Minor 1000 models, but upgraded with twin 11⁄8" inch SU carburettors. (This car is fitted with a later 1275cc version of the BMC A series engine) The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35.
The BMC Competition Department entered Austin Healey Sprites in major international races and rallies, their first major success coming when John Sprinzel and Willy Cave won their class on the 1958 Alpine Rally.
Shot at Brooklands New Years Day meeting 01:01:2013 REF 90-66
Austin Healey Sprite Mk.1 (Frogeye) (1958-61) *Engine 948cc S4 BMC A Series Production 48987
Registration Numbe 969 YUD
AUSTIN HEALEY SET
www.flickr.com/photos/45676495@N05/sets/72157623759812996...
Known affectionately as the Frogeye or Bugeye in the USA because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward in as manner simular to the 1978 Porsche 928, but cost cutting resulted in the flip mechanism being deleted from the production car. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957.
The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque however. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.
Powered by a 43bhp 948cc engine, derived from the Austin A35 & Morris Minor 1000 models, but upgraded with twin 11⁄8" inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35.
The BMC Competition Department entered Austin Healey Sprites in major international races and rallies, their first major success coming when John Sprinzel and Willy Cave won their class on the 1958 Alpine Rally.
* This car is powered by a later 1275cc version of the BMC A series engine
Shot at Tatton Park, Manchester, Classic Car Show 18:08:2012 REF 88-45.
The Manta A was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door "three-box" coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. In the UK market, the first Manta was sold only as an Opel: there was no Vauxhall-branded Manta (or Ascona) until after the launch, in 1975, of the Manta B1 and Ascona B.
The second car to use the Manta name was launched in August 1975. This two-door "three-box" car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more "sporty" styling, including a droop-snoot nose not seen on the Ascona, although it was standard, on the UK version of the Ascona, the Vauxhall Cavalier. There was still no "Vauxhall Manta", with the car remaining an Opel in the UK. However, a Vauxhall Cavalier was available with the same coupé bodyshell.
In 1977, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant.
Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille.
(Wikipedia)
- - -
Der Opel Manta ist ein fünfsitziger Pkw der Adam Opel AG, der als Manta A im September 1970 auf den Markt kam. Der Wagen ist die technisch identische Coupé-Version der zwei Monate später vorgestellten Opel Ascona A-Limousine. Das Coupé mit wassergekühltem Vierzylinder-Frontmotor und Hinterradantrieb wurde als Konkurrent des bereits seit 1968 erfolgreichen Ford Capri auf den Markt gebracht.
Der Manta A wurde zunächst mit drei verschiedenen CIH-Motoren angeboten, die auch in der größeren Rekord C-Limousine Verwendung fanden: zwei 1,6-l-Varianten mit 68 PS bzw. 80 PS sowie der 1,9-l-Version mit 90 PS.
Als im August 1988 der letzte Manta B vom Band lief, war seine Technik mit der aus dem Kadett B von 1967 stammenden Starrachse (Zentralgelenkachse) und den seit 1965 produzierten CIH-Motoren überholt, obwohl die letzten Modelle schon mit ungeregeltem Katalysator und 5-Gang-Getriebe ausgerüstet wurden. Für Opel war der Manta ein Erfolg: Von beiden Modellreihen wurden zusammen 1.056.436 Wagen gebaut.
(Wikipedia)
Launched in October 2000, and seen as the second generation model, this Mondeo was considerably larger than its predecessor. Although Ford abandoned its New Edge design theme for the Mondeo Mk3, it still borrowed some styling cues from the Focus Mk1, giving it an overall effect which many critics felt was more restrained and mature than the Focus, if much less distinctive. Two of the old car's biggest weaknesses, the modest rear legroom, and uncompetitive diesel version were addressed by a longer wheelbase and the new Duratorq diesel engine. The basic chassis and suspension design was carried over from the previous generation, which meant that the car continued its predecessor's reputation for class leading handling and ride. This Mondeo came to Mexico, replacing the North American built Ford Contour, and was sold from 2001–2005, when the Ford Fusion replaced it.
Following the standard setting interior of the Volkswagen Passat Mk4 in 1996, Ford paid a great deal of attention to the Mk3's interior and was the first mainstream manufacturer to react to the new standard set by Volkswagen. Ford dispensed with the rounded American style interior of the Mk2, and developed a more sober 'Germanic' design, which not only seemed more sophisticated but, more importantly, was of a higher quality due to the use of more expensive materials.
As with its predecessor, passive safety was a major selling point of the 2000 Mondeo. With an even stronger bodyshell, Ford introduced its so-called "Intelligent Protection System" (IPS), which used an "intelligent" array of sensors based on a neural network, to decide the best combination of safety devices (traditional front passenger airbags, side airbags and curtain airbags) to deploy for a given crash situation. To enhance active safety, all models were fitted with anti-lock brakes and electronic brake-force distribution, with electronic stability program (ESP) available as an option. Ford's marketing of the time claimed the Mondeo was 'One of the safest places to be'. However, EURONCAP testing of the Mk3 found that it protected worse than most key rivals (Opel Vectra, Citroën C5, Toyota Avensis, Volkswagen Passat), achieving a lower-end 4 star rating. Ford redesigned part of the car and it was re-tested, but the higher-than-average risk of chest injury to the driver in the frontal impact remained.
The Mondeo established itself as Britain's most popular automobile in its class and held this position every year from 2001 onwards, though this size of car has fallen slightly in popularity during the 2000s. This version of the Mondeo has never come higher than sixth in the SMMT's official list of the top selling cars in the UK each year. In 2003, it came tenth in the list.
The Class 230 - D Train.
During November 2014, Vivarail purchased 150 driving motor cars and 300 carriages of London Underground D78 Stock, which had been replaced by S Stock before the end of their lifespan. The intention was to build a diesel electric multiple unit or battery EMU for the British rail network.
Vivarail stated that it planned to pitch the converted trains to a number of train operating companies (TOCs), especially those bidding for the Northern franchise, to be awarded in December 2015. The company positioned the D-Train as being a cost-effective alternative to buying brand new rolling stock, enabling TOCs to replace the Pacer railbuses in the North of England with upcycled Underground stock.
However, Arriva won the bidding for the Northern franchise in December 2015 and its rolling stock plan involved purchasing brand new stock, as well as taking on additional cascaded four-car EMUs. Thus the Class 230 D Train has lost its original intended market.
Nevertheless, a small number of British Rail Class 230 D-Train units have been constructed from converted old London Underground D78 Stock, which were originally manufactured in 1980 by Metro-Cammell. The conversion re-uses the D78's aluminium bodyshells with new interiors. The units run on the same bogies but these are rebuilt to as-new standard by Wabtec and fitted with brand new three-phase AC induction motors, sourced from Austria.
The initial build was for three vehicles for London Northwestern Railway, now known as West Midlands Trains.
During August 2016, a prototype was produced for testing and accreditation and it was announced that the prototype would be tested in mainline service on the Coventry to Nuneaton Line over a 12-month period.
During November 2016, main line testing of the units began, with a prototype unit being based at the Tyseley Locomotive Works. Unfortunately, while it was operating to and from Leamington Spa railway station in December 2016, one of the prototype units caught fire during testing, leading to the postponement of further trials.
At the present time 10, Class 230 units have been constructed. This includes unit 230002, which is an all battery unit, and is still being tested and evaluated at the Bo'ness and Kinneil Railway.
Unit 23001 is owned and retained by Vivarail.
Three units have been purchased by West Midlands Trains, nos. 230003, 04 and 05. The first of these, no. 230004, entered passenger service with West Midlands Trains on the Marston Vale line between Bedford and Bletchley, on 23 April 2019.
The remaining five units, nos. 230006 to 23010, one of which, no. 230008 is pictured here, are diesel - battery powered hybrid units, which have been purchased by Transport for Wales. Testing of these units began in spring 2020 on the Kidderminster Line but the intention is to operate all five units on the Borderlands Line from May 2022. Unit 230008 is seen stabled in the yard at Chester General station during testing on the Borderlands Line, which runs from Wrexham to Bidston.
1. Classics on the Common '08, 2. VW Bus, 3. HGTCC - Brands Hatch 3rd May '08, 4. Porsche - Brands Hatch 3rd May '08, 5. Porsche 935 - Silverstone 1987, 6. Renault 5 Turbo - Race Retro '08, 7. Gurston Down Speed Hillclimb '90 - MG Metro 6R4, 8. MG Metro 6R4 (Brands Hatch Car Park 1988),
9. TVR V8 powered Mk1 Ford Escort, 10. Wolseley Hornet, 11. Classics On The Common 2012, 12. Semi Marked Police Astra, 13. Mini Sprint, 14. Jowett Jupiter, 15. Masters Historic Festival '10, 16. Masters Historic Festival '10,
17. Race Retro 13th March '10, 18. Porsche 911 RS, 19. Porsche 911 RSR, 20. Porsche Carrera RS 993, 21. Going Home, 22. Jack, 23. John Cooper Works GP MINI, 24. Big Cats. XJ-R Jaguars.,
25. Britcar - Brands Hatch 3rd May '08, 26. Rally Day '07 - Castle Combe, 27. Aston Martin DB5, 28. MINI Cooper S R53, 29. Masters Historic Festival 2011, 30. Quite a driver line-up!, 31. ISO Grifo @ Classics On The Common 2010, 32. Ford Lotus Popular 100E,
33. Mini Bodyshells, 34. Ferrari 250TR, 35. Sunrise Over London, 36. British Superbikes - Brands Hatch 8th August '09, 37. Dinky Cyclone, 38. Ferrari Enzo, 39. Ferrari 275, 40. A1GP - Brands Hatch 2nd May '09,
41. A1GP - Brands Hatch 2nd May '09, 42. Race Retro Show - 14th March '09, 43. Goodwood 28th Feb '09, 44. Goodwood 28th Feb '09, 45. Nick Swift's Mk1 Mini Cooper S, 46. Ferrari 430 GT3, 47. Cooper Monaco, 48. Series 1 Landy,
49. Camaro 383, 50. Ford Anglia 105E, 51. VK Vodka Kick Girls - Chatsworth Rally Show - 8th June '08, 52. Austin Healey 3000s - Gentleman Drivers GTs - Brands Hatch 26th May '08, 53. XJRs in 1:43, 54. Porsche 935 - Silverstone 1987, 55. Mini Cooper S Mk1 - Race Retro '08, 56. Lancia 037 - Race Retro '08,
57. Ferrari 250 GTO, 58. Prodrive Open Day '07, 59. Rally Day '07 - Castle Combe, 60. Brands Hatch 23rd Sept '07, 61. Modified Live 2011, 62. MINI Clubman, 63. Maserati A6GCM, 64. Historic Touring Cars,
65. Austin A35 Countryman, 66. MG Metro 6R4, 67. Goodwood Revival '09, 68. It's the Google Street View car!, 69. Goodwood 28th Feb '09, 70. Lotus Elite @ Goodwood, 71. Goodwood 28th Feb '09, 72. Alexandra Palace Fireworks
1. Opposite Lock, 2. Ferrari 250 GTO, 3. Ferrari Enzo, 4. Ferrari 250 GTO, 5. Tilt-shift fake (with genuine cars) - Ferrari 250TR & Maserati 300S, 6. Z-Cars Yamaha R1 Powered Mini, 7. Mini 4x4, 8. "Pikes Peak" Audi Sport Quattro,
9. Jaguar E-Type Series-1 Low Drag Coupé., 10. Ferrari 250 GTO, 11. Ferrari 275 GTB4 (Explored 05/02/11), 12. 60s Mini Racing, 13. GMW862D @ the Official Mini 30th Birthday Photoshoot at Silverstone 1989, 14. Bill Sollis' Union Flag Mini Miglia., 15. Maserati A6G Zagato, 16. Bill Sollis' Mini Miglia,
17. Greener than a green thing! Java Green Audi R8, 18. Ford Pop 100E, 19. Stumpy A1 GP, 20. Low Flying Quattro, 21. Night Racing Tilt-Shift, 22. Morris Cooper S Mk1, 23. Westfalia Camper - VW T25, 24. Peugeot 405 T16 - Race Retro '08,
25. Ferrari Enzo, 26. 60s Mini Racing, 27. IMG_4015, 28. Jaguar D-Type, Austin Healey Sprite and Ecurie Ecosse Transporter., 29. Britcar 24Hr Race @ Silverstone. 10:09pm 20/09/08, 30. Ford Zephyr Ute, 31. Mini, 32. VW Camper,
33. Britcar 24Hr Race @ Silverstone. 10:09pm 20/09/08, 34. Ford Cologne Capri Mk1, 35. Ford GT40's @ Goodwood Revival '09, 36. Tilt-shift fake - Mini 30 photo shoot @ Silverstone 1989, 37. Britcar 500 Night Race @ Silverstone, 38. Westfalia Camper - Volkswagen T25, 39. Wire frame Subaru Impreza WRC - Prodrive Open Day '07, 40. Mini Bodyshells,
41. 50 Years Young, 42. Mini Cooper 1.3i, 43. Ferrari 250GTO - Tilt-shift fake, 44. Lamborghini Miura - Norwich Union Classic Car Run 1987, 45. DoF, 46. Ferrari "Breadvan", 47. Ferrari 430 GT3, 48. Race Retro Show - 14th March '09,
49. , 50. Ferrari 250TR - 0716TR, 51. Mini Mercury Comet Cyclone, 52. Britcar 500 @ Silverstone, 53. Ferrari 250 GTO, 54. HGTCC - Brands Hatch 3rd May '08, 55. Mr Bean's Mini 1000, 56. Renault Alpine A110,
57. Mini Cooper 1.3i, 58. Ferrari 250 GTB Berlinetta Competizione SWB, 59. VW Bus, 60. White Ferrari Testarossa - very Miami Vice., 61. Interserie Revival (Race 2), 62. Audi Quattro A1, 63. Skoda S110R Spaceframe V8, 64. Driving home for Christmas.,
65. Britcar Into The Night, 66. We come in peace..., 67. Ford Escort RS1600 Mk1, 68. Wrong way up., 69. Ferrari 250 TDF, 70. Ford Sierra Cosworth RS500, 71. If it ain't rubbin', you ain't dubbin'!, 72. Absolut Vodka - Original (with an added vanilla pod)
Humber Hawk (1957-67) Engine 2267cc S6 OHV Production 15539 (all series, 3754 series 1A)
Registration Number NJB 333 E
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.
Shot taken 10.06.2012 at the Bromley Pagaent of Motoring REF 85-180
1/32 resin slot car Ferrari 340-375 MM Berlinetta Competizione LM 1953. Driven to 5th place overall by Paolo Marzotto & Giannino Marzotto. Resin bodyshell with PCS32 chassis.
DB Schenker's class 92 number 92037 named "Sullivan" in two tone Railfreight grey with large EWS logo and three 'O' shaped channel tunnel rings (www.flickr.com/photos/99279135@N05/12700569283/in/photost...) hauling Cargowaggon bogie vans from Dollands Moor sidings to Wembley European Freight Operations Centre on 13 January 2014. The class 465 Networker that has just passed it was number 465907.
92037 was assembled by the BRUSH Traction Company Loughborough, 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 these were fire tested by BRUSH.
The Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars (E-segment) produced by Italian car manufacturer Alfa Romeo from 1968 to 1977. Berlina is the Italian term for a saloon car. Both cars had Alfa Romeo twin cam inline-four engines; the 1.8-litre 1750 Berlina was made between 1968 and 1971, when it was phased out in favour of the improved 2.0-litre 2000 Berlina.
The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 was meant to top the saloon range, above the 1300 and 1600 cc versions of the Giulia. In the United States, however, the Giulia saloon ceased to be available and was entirely replaced by the 1750 Berlina. The 1750 entered full production in South Africa in early 1969, later complemented by the 2000.
In contrast to the Giulia, the 1750s had reworked bodywork and bigger engine, shared many parts with other concurrent models in the Alfa Romeo range, but sold many fewer units during their production span.
The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle's distinctive creases were smoothed out, and there were significant changes to the trim details. The car's taillights were later used on the De Tomaso Longchamp.
The Alfa Romeo 2000 Berlina was produced by Alfa Romeo between 1971 and 1977. The engine was bored and stroked out to 1,962 cc. A different grill distinguishes 2000 from 1750. Also, external lights were different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750.[8] With two carburetors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS (97 kW; 130 hp). Top speed was 190 km/h (118 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. Gearbox was 5-speed manual (also 3-speed automatic on some versions).
Here we are, one of the rarest Rolls Royces and indeed cars to ever trundle down the roads, the last of the mighty Corniche. Although sold only as the Corniche, it is often dubbed the Corniche 2000 or the Corniche V, depending on your preference.
The last of the original Silver Shadow based Corniche's of the 1960's were built in 1995, and for three years Rolls Royce only sold the Silver Spirit and Spur until these were replaced by the Silver Seraph in 1998 following acquisition of the company by both Volkswagen and BMW.
Volkswagen was contracted to build Bentley and Rolls Royce vehicles between 1998 and 2003, whilst BMW supplied the engines to replace the original Rolls Royce V8 that had been handed down since the introduction of the Silver Shadow in 1965. In the end BMW were only able to supply their own V12 to the Silver Seraph, whilst the original RR V8 continues to be used even to this day, with a 6.75L version ending up in the Corniche V.
Either way, to compliment the new Silver Seraph, plans were launched to create a convertible two-door saloon version with the revived Corniche name. However, instead of taking a regular Silver Seraph, removing the rear doors and cutting off its roof, Rolls Royce instead went to long time partners Bentley for design assistance, with the result that the Corniche V is in fact built on the platform and with the bodyshell of the Bentley Azure,with Rolls Royce grille and badging, as well as Silver Seraph styling added instead. This was the first, and only Rolls Royce car to be derived from a Bentley product, instead of the usual tradition where Bentley cars were derived from Rolls Royce models.
In January 2000 that car was launched and became the company's flagship motor, with a base price of $359,900. As mentioned, the car is powered by a 6.75L Rolls Royce V8, providing 325hp and whisking the car to a top speed of 135mph at a rate of 0-60 in 8 seconds, which is pretty good going for a 6,000lb luxury saloon!
Inside the car came outfitted with every luxury and refinement characteristic of a Rolls-Royce. The car has a Connolly Leather interior, Wilton wool carpets, chrome gauges and a wide choice of exotic wood trims. Dual automatic temperature control, a six-disc CD changer, automatic headlamps and automatic ride control are standard.
Vehicles were built to order, but the heavy base price made them not as easy to purchase as the technically similar Bentley Azure, which meant that eventually only 374 of these cars were built between 2000 and 2002 when BMW took full control of Rolls Royce.
The Corniche V has the distinction of being the last ever Rolls Royce to be built at their traditional Crewe Factory, which had housed the company since 1946. On August 30th, 2002, a Corniche with chassis number SCAZK28E72CH02079 left the factory as the final Rolls Royce product of their home base, leaving in the company of a classic 1907 Rolls Royce Silver Ghost.
Following the departure of Rolls Royce, the company set up shop in Goodwood near Chichester in the south of England, where the next car to be built was the 2003 Phantom. The spiritual successor of the Corniche V is essentially the Phantom Drophead Coupe, but this is a point of conjecture. Production at the Crewe factory was turned over entirely to Volkswagen and the construction of Bentley automobiles. The Bentley Azure continued in production until 2009, bringing an end to the 14 year old design that had helped spawn the last of the Corniches.
Originally the name was meant to be revived on Rolls Royce's latest car, but in the end was dubbed the Wraith.
Today you'd be very, very hard pressed to find one of these cars. Although many forget about the Corniche V and indeed the Silver Seraph, the surviving examples can still fetch a hefty price of up to £250,000 and more.
1. Explored - Nick Swift's Swiftune Cooper S, 2. Z-Cars Yamaha R1 Powered Mini, 3. Prancing Horses, 4. Lambretta Rally Master - Race Retro '08, 5. Ferrari 250 GTO, 6. Brabham BT42 - Grand Prix Masters - Brands Hatch 26th May '08, 7. Gurston Down Hillclimb '90 - David Nutland, 8. Dodge Charger R/T - Classic Ford Show - Santa Pod 1st June '08,
9. Escort RS1800, 10. Rover P6 V8 5000cc - HGTCC - Brands Hatch 3rd May '08, 11. Porsche 935 - Brands Hatch 3rd May '08, 12. Ferrari 250 Testarossa, 13. MINI, 14. Ford Escort RS2000 Mkl - Classic Ford Show - Santa Pod 1st June '08, 15. A Pair of Ferrari 250 TRs, 16. Ford Sierra Cosworth,
17. VW Syncro 4x4, 18. Lotus Cortina @ Goodwood, 19. HGTCC - Brands Hatch 26th Oct '08, 20. Ferrari 250 GTO, 21. Austin-Healey 3000 @ Goodwood, 22. Alfa Romeo Giulia Ti Super, 23. Race Retro Show '07 Stoneleigh Park 24th March '07, 24. Race Retro Show - 14th March '09,
25. Silverstone Classic 2011, 26. Mini Bodyshells, 27. Volkswagen T25 Westfalia Camper, 28. Goodwood 28th Feb '09, 29. VW Bus, 30. 911 Carrera RS, 31. Nick Swift - Mini Cooper S Mk1, 32. Camaro Pro-Street Drag Car - Therapy,
33. flickr.com/photos/10184672@N06/5725979474/, 34. Mini, 35. BMW E30 325i 4x4, 36. Christmas Light Bokeh, 37. Jack, 38. Kawasaki ZX 10-R - Sheridan Morias, 39. VW Bus, 40. Mercury Comet Cyclone,
41. Driving Rain, 42. GMW862D, 43. Mini Ferrari 250 Breadvan, 44. Peugeot 205 T16, 45. Will Gollop - MG Metro 6R4 Bi-Turbo, 46. mini♥spares Rose Petal Alloy, 47. Ford Escort Mkll Van - Classic Ford Show - Santa Pod 1st June '08, 48. Tilt-shift fake - Brands Hatch,
49. Ford Thames Van - Classic Ford Show - Santa Pod 1st June '08, 50. Mini at North Weald sprint - Late 80s, 51. Mustang GT350 @ Goodwood Revival '09, 52. Britcar 24Hr Pit & Paddock - Silverstone 20 & 21/09/08, 53. Part-built Works WRC Impreza @ The Prodrive Open Day '07, 54. Ferrari 250TR and 250GT SWB, 55. Matti Alamäki - Peugeot 205 T16 @ Lydden Hill Rallycross - Late 80s, 56. Ferrari 250 GTO Drogo,
57. Ferrari 512S, 58. Hertz Ford Mustang, 59. Porsche RSR, 60. Ford Popular Lotus, 61. Porsche 911 Carrera RS, 62. Pre '66 Minis, 63. Mercury Comet Cyclone, 64. Porsche 911T,
65. Snow 'n' Slush, 66. flickr.com/photos/10184672@N06/3206903994/, 67. Porsche 935 - Silverstone 1987, 68. Swiftune Mk1 Cooper S, 69. Race Retro Show - 14th March '09, 70. Aston Martin AMV8 GT, 71. Peugeot 205 T16 - Race Retro '08, 72. Ferrari 250 GTO
The Hillman Avenger is a rear-wheel drive small family car originally manufactured under the Hillman marque by the Rootes Group from 1970–1976, and made by Chrysler Europe from 1976–1981 as the Chrysler Avenger and finally the Talbot Avenger. The Avenger was marketed in North America as the Plymouth Cricket.
The Avenger was initially produced at Rootes' plant in Ryton-on-Dunsmore, England, and later at the company's Linwood facility near Glasgow, Scotland.
1970: Hillman Avenger
Introduced in February 1970, the Avenger was significant as it was the first and last car to be developed by Rootes after the Chrysler takeover in 1967. Stylistically, the Avenger was undoubtedly very much in tune with its time; the American-influenced "Coke Bottle" waistline and semi-fastback rear-end being a contemporary styling cue, indeed the Avenger would be the first British car to be manufactured with a one piece plastic front grille. However, from an engineering prospective it was rather conventional, using a 4-cylinder all-iron overhead valve engine in 1250 or 1500 capacities driving a coil spring suspended live axle at the rear wheels. Unlike any previous Rootes design, there were no "badge-engineered" Humber or Singer versions in the UK market. The Avenger was immediately highly praised by the press for its good handling characteristics and generally good overall competence on the road and it was considered a significantly better car to drive than rivals like the Morris Marina.
Initially, the Avenger was available as a four-door saloon in DL, Super and GL trim levels. The DL and Super could be had with either the 1250 or 1500 cc engines, but the GL was only available with the 1500 cc engine. Since the DL was the basic model in the range, it featured little more than rubber mats and a very simple dashboard with a strip-style speedometer. The Super was a bit better equipped, featuring carpets, armrests, twin horns and reversing lights, though the dashboard was carried over from the DL. The top-spec GL model featured four round headlights (which was a big improvement over the rectangular ones from the Hillman Hunter that were used on the DL and Super), internal bonnet release, two-speed wipers, brushed nylon seat trim (previously never used on British cars), reclining front seats, and a round-dial dashboard with extra instrumentation.
Not only was the Avenger's styling totally new, but so were the engine and transmission units, which were not at all like those used in the larger "Arrow" series Hunter. Another novelty for the Avenger was the use of a plastic radiator grille, a first in Britain and at 4 ft 6 in (137 cm) wide claimed as the largest mass-produced plastics component used at this time by the European motor industry. The Avenger was a steady seller in the 1970s, in competition with the Ford Escort and Vauxhall Viva. Chrysler was attempting to make the Avenger to be a "world car", and took the ambitious step of marketing the Avenger as the Plymouth Cricket in the U.S. Complaints of rust, unreliability, plus apathy towards small cars amongst buyers in the U.S., saw it withdrawn from that market after only two years.
Introduction of body and trim variations
In October 1970, the Avenger GT was added to the range. It had a twin-carburettor 1500 cc engine, four-speed manual or three-speed automatic transmission (also optional on the 1500 DL, Super and GL). The GT featured twin round headlights, go-faster stripes along the sides of the doors and "dustbin lid" wheel covers, which were similar to those found on the various Datsuns and Toyotas of the 1970s.
The basic fleet Avenger was added to the range in February 1972. It was offered with either 1250 or 1500 cc engines (the latter available with the automatic transmission option). The fleet Avenger was very basic: it did not have a sun visor for the front passenger, and the heater blower had just a single speed. In October 1972, the Avenger GT was replaced by the Avenger GLS, which came with a vinyl roof and Rostyle sports wheels.
In March 1972, the five-door estate versions were introduced, in DL and Super forms (both available with either 1250 or 1500 cc engines) and basically the same specifications as the saloon versions. However, 'heavy-duty springing' was fitted and the estate had a maximum load capacity of 1,040 lb (470 kg), compared to 840 lb (380 kg) for the saloon.
.
The two-door saloon models were added in March 1973, with all engine and trim options of the existing four-door range. Styling of the two-door was similar to the four-door, but the side profile was less curvaceous.
The car was extensively marketed in continental Europe, first as a Sunbeam. It was without the Avenger name in France, where it was known as the Sunbeam 1250 and 1500; later the 1300 and 1600. Some northern European markets received the car as the Sunbeam Avenger.
Both engine sizes were upgraded in October 1973. The 1250 became the 1300, while the 1500 became the 1600 with nearly all the same previous trim levels except for the basic fleet Avenger, which was discontinued at this point. The GL and GT trim levels were now also offered with the 1300 engine and two-door saloon body.
1972: Avenger Tiger
Named to evoke memories of the Sunbeam Tiger, the Avenger Tiger concept began as a publicity exercise. Avenger Super (four-door) cars were modified by the Chrysler Competitions Centre under Des O' Dell and the Tiger model was launched in March 1972. Modifications included the 1500 GT engine with an improved cylinder head with enlarged valves, twin Weber carburetors and a compression ratio of 9.4:1. The engine now developed 92.5 bhp (69 kW) at 6,100 rpm. The suspension was also uprated, whilst brakes, rear axle, and gearbox are directly from the GT.
A distinctive yellow colour scheme ("Sundance") with a bonnet bulge, rear spoiler and side stripes was standard, set off with "Avenger Tiger" lettering on the rear quarters.
Road test figures demonstrated a 0–60 mph time of 8.9 seconds and a top speed of 108 mph (174 km/h). These figures beat the rival Ford Escort Mexico, but fuel consumption was heavy. Even in 1972, the Tiger developed a reputation for its thirst.
All Avenger Tigers were assembled by the Chrysler Competitions Centre and production figures are vague but around 200 of the initial Mark 1 seems likely.
In October 1972, Chrysler unveiled the more "productionised" Mark 2 Tiger. The Avenger GL bodyshell with four round headlights was used. Mechanically identical to the earlier cars, the bonnet bulge was lost although the bonnet turned matt black, and there were changes to wheels and seats. These cars went on sale at £1,350. Production was around 400. Red ("Wardance") was now available as well as yellow ("Sundance"), both with black detailing.
[Text from Wikipedia]
en.wikipedia.org/wiki/Hillman_Avenger
This miniland-scale Lego 1972 Hillman Avenger Tiger has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.
1969 Vauxhall Viva GT 2-door.
Last MoT test expired in January 2013. H&H classic car auction, Haynes Motor Museum -
"Chassis Number: 93711.8V.14800. Engine Number: 3031099. One of the original 1,100 or so UK market cars, this particular example is said to have been upgraded during the early 1970s with a twin 45 Dellorto-fed Magnum 2.3-litre engine (reputedly good for 140bhp) and a rare ZF five-speed manual gearbox. While, other period go-faster goodies include a Coburn Improvements-supplied high-ratio steering rack and competition specification oil pressure pump. Despite its undoubted potential, the Vauxhall has reportedly avoided any race / rally usage and been painstakingly restored (photos/invoices on file). Boasting an excellent bodyshell and original interior with all its correct GT belts, steering wheel, dash and interior/exterior badges, the two-door saloon rides on Revolution wheels. Describing `POP 488G' as being in "good" condition with regard to its engine, gearbox, electrical equipment, interior trim, bodywork and paintwork, the vendor adds: "This is a rare chance to enjoy the first of the quick Vauxhalls. Exhibited not long ago at the Classic Car Show as best Viva HB GT, it can only go up in value and now offers a cheap entry to numerous classic tours and rallies"."
Sold for £7260.
Collection d'un amateur d'automobiles Anglaises
Les Grandes Marques du Monde au Grand Palais
Bonhams
Parijs - Paris
Frankrijk - France
February 2019
Estimated : € 15.000 - 20.000
Sold for € 10.350
To many - its designer Alec Issigonis included - the notion that the Mini might have a future as anything other than basic transport was anathema, and the idea of a high-performance version was laughable. One man, though, saw it quite differently. Racing car manufacturer John Cooper already knew a lot about tuning BMC's A-Series engine, and a test drive in a prototype Mini convinced him of the car's competition potential. The result, launched in September 1961, was the Mini Cooper, a car that offered a size/price/performance package that was nothing short of miraculous. Enlarged to 997cc and suitably tweaked, the revised A-Series engine easily met its 55bhp target. The extra power endowed the Mini Cooper with an 85mph-plus top speed, and to cope with this increased performance Lockheed developed special 7"-diameter disc brakes for the front wheels. The new car soon established its credentials as a rally and race winner, and the stage was set for even faster versions.
According to the vendor, this is a completely rust-free car retaining its original bodyshell and engine. Featuring the 998cc engine first introduced in 1964, this Mini was first registered in 1969 and was bought by the present owner in 1998. A 'last nut and bolt' restoration was then commenced that would take two years to complete. Since the restoration's completion, the Mini has covered approximately 2,000 kilometres and has been regularly serviced and maintained. Described by the vendor as in very good condition, the car is offered with Greek registration papers.
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.
An English Ford station wagon based on the Prefect and Anglia running gear
The Ford Squire is a car from Ford for the United Kingdom market built between 1955 and 1959.
It was a two door, four seat estate design, the brother to the Ford Prefect 100E four door saloon, sharing the same 1172 cc Ford Sidevalve 36 bhp (27 kW) engine and other parts and the same interior trim. It was substantially shorter than both the Prefect and the closely related Ford Anglia 100E two door saloon. It used the short front doors of the four-door model because the bodyshell was optimized for use as a panel van (which was marketed as the Thames 300E). The rear door was in two pieces split horizontally. The rear seat could be folded flat to convert from a four seater to a load carrier. Until 1957 there were wood trim pieces screwed to the sides of the vehicle.
The Squire competed in the same market segment as the Hillman Husky and the Austin A30 / A35 based estate: these were significantly more popular in the UK than longer estates at the time. Total production was 17,812 cars.
Boulevard 500 Hot Rod and Harley Show & Shine Coquitlam BC Canada July 18th 2010
For my video: youtu.be/jPpAdmEjgPo
W121
Chassis n° 002374B
Coachwork by Binz
Zoute Sale - Bonhams
Estimated : € 40.000 - 60.000
Sold for € 36.800
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
Introduced at the Frankfurt Auto Show in 1956, the 190 saloon was a larger-engined version of the landmark 180 of 1953, Mercedes-Benz's first unitary construction model. Dubbed 'Ponton' because of its high, box-section, side members, the 180/190 bodyshell offered superior resistance to distortion when compared to the separate body/chassis of the preceding generation. As well as greatly increasing rigidity, the new design was notable for carrying the entire engine, transmission, steering, and front suspension assemblies on a detachable rubber-mounted sub-frame, an arrangement that greatly reduced noise. This altogether more modern coachwork also afforded its occupants greater roominess and much-improved visibility.
The rare 190 D station wagon offered here carries coachwork by Binz GmbH & co AG, a German coachbuilder specialising in providing vehicles for the emergency services and building other custom designs on, mainly, Mercedes-Benz chassis. The car was delivered new by R G Lents & Company on Sunset Boulevard, Hollywood, California, USA to Susanna B Davidson of Pasadena, California It came with an original colour scheme of White Gray exterior and red leather and leatherette interior, which featured a sun visor and heater blower.
The car is accompanied by a photocopy of the Mercedes-Benz Fahrzeug Daten, the original owner's manual, owner's service policy, and original service book stamped at 11,820 miles, and the old US title, as well as other documents that allow us to trace several of its previous owners, including Robert Merrigan, who owned it from 1993 to 2008. Later, in 2010, the car was imported from the USA to the Netherlands.
This rare 'Binz-Benz' survivor, restored a few years ago, offers a distinctive, practical, and stylish alternative while retaining the robust and reliable characteristics of the 190 D Mercedes-Benz from the early 1960s. It represents a rare and appealing option for enthusiasts of classic Mercedes-Benz models.
Nº 38.
Volkswagen Golf GTI Mk2 (1984).
Escala 1/43.
"Les Classiques de L´Automobile" - Editions Hachette / Auto Plus (France).
Ixo.
Año 2011.
More info: cntrois.over-blog.com/article-kiosques-doc-classiques-de-...
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Les Classiques de L´Automobile
Hachette-Auto Plus
(...) "La série a commencée a être distribuée à partir de février 2010, c'est la Citroën DS 19 Pallas de 1965 produite par Ixo Models qui commence le défilé des automobiles classique de cette collection.
Les miniatures sont réalisées en métal et matière plastique, les moules et matrices de productions proviennent du fond d'Ixo Models déjà mainte fois utilisé, ce qui fait que l'on retrouve dans cette collection de nombreuses miniatures identiques à celles déjà proposées dans d'autres collections distribuées en france, avec leurs qualités, mais aussi et surtout avec leurs défauts non corrigés." (...)
Source: genieminiature.com/Les%20classiques%20automobile%20%20Aut...
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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...
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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
Related
Volkswagen Jetta
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
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.
The Manta was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door "three-box" coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. In the UK market, the first Manta was sold only as an Opel: there was no Vauxhall-branded Manta (or Ascona) until after the launch, in 1975, of the Manta B1 and Ascona B.
The second car to use the Manta name was launched in August 1975. This two-door "three-box" car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more "sporty" styling, including a droop-snoot nose not seen on the Ascona, although it was standard, on the UK version of the Ascona, the Vauxhall Cavalier. There was still no "Vauxhall Manta", with the car remaining an Opel in the UK. However, a Vauxhall Cavalier was available with the same coupé bodyshell.
In 1977, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant.
Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille.
(Wikipedia)
- - -
Der Opel Manta ist ein fünfsitziger Pkw der Adam Opel AG, der als Manta A im September 1970 auf den Markt kam. Der Wagen ist die technisch identische Coupé-Version der zwei Monate später vorgestellten Opel Ascona A-Limousine. Das Coupé mit wassergekühltem Vierzylinder-Frontmotor und Hinterradantrieb wurde als Konkurrent des bereits seit 1968 erfolgreichen Ford Capri auf den Markt gebracht.
Der Manta A wurde zunächst mit drei verschiedenen CIH-Motoren angeboten, die auch in der größeren Rekord C-Limousine Verwendung fanden: zwei 1,6-l-Varianten mit 68 PS bzw. 80 PS sowie der 1,9-l-Version mit 90 PS.
Als im August 1988 der letzte Manta B vom Band lief, war seine Technik mit der aus dem Kadett B von 1967 stammenden Starrachse (Zentralgelenkachse) und den seit 1965 produzierten CIH-Motoren überholt, obwohl die letzten Modelle schon mit ungeregeltem Katalysator und 5-Gang-Getriebe ausgerüstet wurden. Für Opel war der Manta ein Erfolg: Von beiden Modellreihen wurden zusammen 1.056.436 Wagen gebaut.
(Wikipedia)
My model is based on the Bachmann class 150 units.
The model class 150/0 uses a total of five Bachmann Sprinter bodyshells (two class 150/2 shells and three class 150/1 shells).
To build the Motor Standard coach the short end of a class 150/2 shell and the long end from a class 150/1 shell are used. The is is because the bodyside water fillers are in the correct position on a class 150/1 shell and on the opposite side on the class 150/2. The masking tape outlines a future cut to separate the single leaf sliding door for splicing into the class 150/1 bodyshell later.
The class 150 Prototype Sprinters are the pre-series Sprinter Diesel Multiple Units that led to the large scale class 150/1 and class 150/2 orders that are still to be seen across the UK railway network.
The two prototype units (150001 & 150002) were each built with mechanical differences to evaluate both Voith and SCG transmissions and Rolls Royce and Cummins power units. The also are the only Sprinter type units with a purpose built powered centre car, and had differences in door configuration to the production batches.
The Manta A was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door "three-box" coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. In the UK market, the first Manta was sold only as an Opel: there was no Vauxhall-branded Manta (or Ascona) until after the launch, in 1975, of the Manta B1 and Ascona B.
The second car to use the Manta name was launched in August 1975. This two-door "three-box" car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more "sporty" styling, including a droop-snoot nose not seen on the Ascona, although it was standard, on the UK version of the Ascona, the Vauxhall Cavalier. There was still no "Vauxhall Manta", with the car remaining an Opel in the UK. However, a Vauxhall Cavalier was available with the same coupé bodyshell.
In 1977, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant.
Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille.
(Wikipedia)
- - -
Der Opel Manta ist ein fünfsitziger Pkw der Adam Opel AG, der als Manta A im September 1970 auf den Markt kam. Der Wagen ist die technisch identische Coupé-Version der zwei Monate später vorgestellten Opel Ascona A-Limousine. Das Coupé mit wassergekühltem Vierzylinder-Frontmotor und Hinterradantrieb wurde als Konkurrent des bereits seit 1968 erfolgreichen Ford Capri auf den Markt gebracht.
Der Manta A wurde zunächst mit drei verschiedenen CIH-Motoren angeboten, die auch in der größeren Rekord C-Limousine Verwendung fanden: zwei 1,6-l-Varianten mit 68 PS bzw. 80 PS sowie der 1,9-l-Version mit 90 PS.
Als im August 1988 der letzte Manta B vom Band lief, war seine Technik mit der aus dem Kadett B von 1967 stammenden Starrachse (Zentralgelenkachse) und den seit 1965 produzierten CIH-Motoren überholt, obwohl die letzten Modelle schon mit ungeregeltem Katalysator und 5-Gang-Getriebe ausgerüstet wurden. Für Opel war der Manta ein Erfolg: Von beiden Modellreihen wurden zusammen 1.056.436 Wagen gebaut.
(Wikipedia)
DB Schenker class 92 number 92041 named "Vaughan Williams" painted in EWS two tone railfreight grey livery and a three 'O' shaped channel tunnel roundel logo working 6B37 hauling empty NACCO (North American Car Corporation) tankers from Wembley European Freight Operating Centre to Dollands Moor Sidings as part of their return journey to Antwerpen (Antwerp) Docks, Belgium from Irvine Scotland on 28 February 2014. For the route taken see (www.flickr.com/photos/99279135@N05/14289727859/). 92041 traveled down to Wembley earlier in the day as 6M76 photographed at Northampton by Nigel Gould (www.flickr.com/photos/60599026@N05/12831694204/in/photoli...). Prior to this Brian Denton photogrphed these tankers filled with china clay slurry heading northwards towards Scotland on 26 February 2014 (www.flickr.com/photos/brian_dentons_linesidephotos-europe...). Once the tankers arrive back at Antwerpen Docks they are reloaded with china clay slurry (kaolin) made from rocks rich in kaolinite, Al2Si2O5(OH)4, imported from Brazil. This slurry is transported to Irvine, Scotland by 6S94 where it is used by the Finnish company, UPM-Kymmene (United Paper Mills Ltd) Corporation's at their Caledonian Paper Mill to produce lightweight coated paper for printing magazines, catalogues and brochures.
92041 was assembled by the BRUSH Traction Company Loughborough in 1996, 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.
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!
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...
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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...
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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".
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"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."
(...)
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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
Related
Volkswagen Jetta
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
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
Reliant Scimitar SE4 (1964-66) Engine 2553cc S6 OHV Production 296
Registration Number XBF 496 D (Stoke-on-Trent)
RELIANT SET
www.flickr.com/photos/45676495@N05/sets/72157623815081608/
Based on a design by David Ogle as the Ogle SX250, which had originally been based on the Daimler Dart with Daimler Dart SP250 chassis and running gear. The car had been privately commissioned by Boris Forter, managing director of the Helena Rubenstein Company (UK), who later had another one built for his girlfriend.
Reliant approached Ogle and asked to buy the rights for it, after some changes to the bodyshell and modifications to fit a Reliant Sabre chassis and running gear the new Scimitar took shape. The Scimitar retained the Ford straight six engine from the Sabre, but with triple SU carburettors as standard it now produced 120 bhp and propelled the car to a top speed of 117 mph. It was launched at the Earls Court Motor Show in 1964; priced at £1,292
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