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

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

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

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

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

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

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

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

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

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

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

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

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

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

Alfa Romeo Giulia Sprint GT (1964-66) Engine 1570cc S4 DOHC Producion 1000

Registration Number DRS 135 D

ALFA ROMEO SET

www.flickr.com/photos/45676495@N05/sets/72157623759785842...

The Giulia Sprint GTC was a Cabriolet version of the Giulia produced in very limited numbers with a total production of around 1000, with only 99 for the British and South African market. Based on the Giulia Sprint GT with the Cabriolet conversion by Touring of Milan. Apart from the convertible top the model also has a black dashboard instead of the crackle grey of the GT.

To restore some of the bodyshell rigidity lost by removing the fixed roof and pillars, Carrozzeria Touring added reinforcement to several areas of the bodyshell. Through the production life of the model, several modifications to the reinforcement applied were made by Touring, apparently in an effort to improve the stiffening achieved.

Carrozzeria Touring was in financial trouble when the Giulia Spring GTC went into production. The company went out of business shortly after production of this model ended.

Many Thanks for a fan'dabi'dozi 27,341,900 views

Shot 27:07:2014 at Silverstone Historic Festival REF: 103-102

Sold for £ 5.500

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.

So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.

The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.

This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.

A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.

We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.

With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.

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!

If you were to put an Alfasud and an Alfa 33 Permanent 4 on hoists and gaze at their bellies, you would have some trouble spotting differences. The flat-four motors look much the same; so do the gearboxes, the suspensions, much of the exhaust systems and the floor pressings.

Of course, the Permanent 4 has allwheel drive, and that means there’s a stout steel tube running down the centreline to drive a live rear axle, but this aside, the pair are near as dammit identical. The reason is simple - the 33 is merely a re-shelled Alfasud. And there’s nothing wrong with that. Not when the Sud's entrails were so good in the first place and the engineering philosophies behind them so sound.

Today, the Sud is best known for the frightening speed with which it turns to dust. Sub-standard steel, poor paintwork and foam-filled box-sections that soak up water are just some of the flaws that earned the Sud its terrible reputation. Yet the car still earns respect because of its handling, which reached a new plane for front-wheel-drive cars. This, and the boxer engine’s fabulous smoothness, gained the car a place on plenty of short lists.

Indeed, the Sud’s qualities here are so exceptional they obscure the fact that it has other strings to its bow. It was designed by a small team led by Rudolph Hruska, who hired the talents of a then- fledgling ItalDesign to shape and package the car. The singular approach of this group produced a machine of remarkably few unpleasant compromises.

It is immensely practical, for a start. Excellent packaging provides ample room for four adults and all their luggage, visibility is good, refinement and cruising ability well above average for its day. Servicing is a doddle, too, the carb, distributor and oil filter all being very accessible. It was, after all, designed as an ordinary family car as well as a real Alfa.

So if the Sud doesn’t have a twin-cam motor and rear-wheel drive, it nevertheless keeps faith with the tradition of innovative engineering and, most important of all, it drives like an Alfa. The aim was to endow a front-driver with the handling characteristics of a rear-drive machine, and, amazingly, Alfa succeeded.

Examine the innards of a Sud, and you begin to see why. It might incorporate MacPherson struts up front, but the suspension geometry was designed to provide a high roll centre and plenty of negative camber, both of which counter the understeer inherent to such a nose- heavy design. Mounting the brake discs inboard reduces both unsprung weight and the effects of torque reaction under braking, and careful bushing of all the suspension mounts cuts road noise.

1971 Alfasud 1.5Ti vs. 1991 Alfa Romeo 33 Permanent 4

Alfasud (top) puts huge loads on outside front tyre, cornering neutrally. Has very sharp steering. New 33 looks undramatic, but is travelling faster. It understeers at limit, has more rubbery steering. Alfasud interior clad in cruddy plastic (third from top); 33 only a little better. Soundproofing robs 33 of foot room. Short-legged driving position in both.

At the rear, Alfa’s liking for rigid rear axles lives on: a dead beam is located by pairs of Watt linkages at each end and a Panhard rod in the middle to provide sideways location. This is an ingenious solution. The Watt linkages allow plenty of vertical movement while restricting scope for rear-wheel steering, and because they are bolted direct to the axle, they force the dead beam to double as an anti-roll bar during cornering without in any way limiting suppleness. Add to this the layout’s low cost and the limited space it takes up, and it is easy to overlook the fact that it isn’t fully, independent. Coils, which encircle the dampers, are the springing medium.

The Sud might share its flat-four engine layout with the Citroen GS, but the Italian motor is water-cooled, and remarkable for using a one-piece cylinder block, whereas most boxer crankcases are split. There is a single overhead camshaft per bank.

The flat four was chosen not just for its inherent smoothness - a boxer motor is naturally better balanced than an in-line four - but for the low centre of gravity it allows, which helps the car’s handling. The low engine height also allows a lower, aerodynamically favourable, bonnet line.

Not that the body is terribly clean through the air by today’s standards with its 0.41 Cd, but that wasn’t a bad figure. More effort went into engineering the body for space, lightness and stiffness. Deep box sections help, and are one of the reasons the Sud acquired its double bulkhead, the forward wall further sealing the noisy bits from the cabin. In the space behind, the battery, wiper and fan motors, brake servo, fusebox and coil are housed away from dirt and spray.

The Ti, the direct antecedent of the Permanent 4 and the car we feature in our comparison, came three years after the Sud was announced in late 1971, and featured a modest battery of changes to appeal to enthusiasts, the most important of which was more power, something the chassis was well capable of containing.

The first 1974 Tis stayed with the 1186cc engine but used a twin-choke carb to boost power from 63bhp to 68bhp, which was not much, especially as torque dropped back from 71 lb ft to 67lb ft. However, a five-speed gearbox was standard, there were spoilers front and rear, real carpets and a tachometer.

Drivers loved the Ti but moaned about the power shortfall, which brought about a 76bhp 1286cc model in 1977. A year after that came the 85bhp 1.5 Ti motor, and with it the Sud’s first facelift, which ran to a new facia, allegedly improved rust protection, 165/70x13 tyres rather than 145s, trim changes and, for the Ti, wheel- arch extensions and restyled spoilers.

It’s one of these cars (my own, in fact) that we test here, survivors of the original series being exceptionally rare. Though more powerful, the series-2s lost none of the first car’s handling prowess and ride quality, characteristics that would gradually desert later versions of the Sud as Alfa successfully fiddled with it.

Recapturing that magic from the early days is something Alfa has been trying to do ever since. The problems began in the Alfasud’s twilight days, when the need to improve power and grip upset its delightful manners. The extra power induced torque-steer - despite equal-length drive shafts - and wider, lower profile tyres spoiled the ride. On top of that, alterations to the front suspension geometry, the springs and anti-roll bar undermined the wonderfully neutral feel.

When the 33 emerged as a replacement in 1983, it brought many of these problems with it, because apart from a new bodyshell and a redesigned interior, there was a little that was truly new in the 33. The short list of novelties ran to an instrument binnacle that adjusted with the steering column (later dropped), a change to outboard front discs and drum rear brakes, a retrograde step except that it made the stoppers easier to service and, most important of all, vastly improved corrosion protection. And that was it.

Two facelifts and dozens of derivatives later, we have the new Permanent 4, however, a car that appears to offer far more than 33s past. The fact that the gearbox lies behind the boxer engine and that the car has a dead beam rear axle makes it easy to convert the 33 to four-wheel drive, and indeed there was a part-time 4x4 estate some years back.

The Permanent 4 takes things a stage further by being full-time four-wheel drive, its centrally mounted viscous differential sending 95 percent of the drive to the front wheels unless traction trouble strikes. ABS is standard, the computer disconnecting drive to the rear wheels when it’s triggered.

Power comes from the ultimate version of the boxer engine, which has twin overhead cams per bank, 16 valves and Bosch Motronic ignition and injection. From 1712cc it produces 137bhp and 116 lb ft of torque at 4600rpm, quite an improvement on the 1.5 Ti’s 85bhp and 98 lb ft of torque at 3500rpm.

They both sound much the same when you fire up, though, the flat fours settling to an even, electric motor-like hum. Needless to say, the 1.7 has more life in it, the revs climbing eagerly to the backdrop of a rattling rasp that’s quite unique. The rasp is more subdued from the 1.5, and so is the performance, which by today’s standards would be called languid even for a family saloon. But the smaller engine endears with smoothness that lives to the red line - in the 1.7’s case, there’s more throbbing, if to a higher rev limit - and a more even torque spread. The 16-valve boxer serves maximum zest only when past 4000rpm.

1971 Alfasud 1.5Ti vs. 1991 Alfa Romeo 33 Permanent 4

In a straight line (opposite top) both cars ride firmly, but Permanent 4 less crashy than some old 33s. It’s the quicker of the pair by a mile. Both roomy in the back despite compact dimensions (opp middle). The Sud has more instruments, and a left foot rest. Otherwise, 33 has more equipment and better ergonomics - Sud’s heater fan switch is on a stalk and is easier to trigger than wipers. Rearward visibility poor on high-tailed 33. Engines: Sud’s single-carb 85bhp 1.5 (top); 33’s injected quad-cam 137bhp 1.7. Note double bulkhead.

To get the best of both cars the gearbox has to be used, but in neither case is the shift particularly good. Redesigned linkages make the 33’s change tighter and less floppy, but it’s doubtful whether it’s actually any quicker. Further impediments to rapid transit include the seat and steering wheel positions, which have never been right in either car. The Permanent 4 has a pair of good Recaros, but the steering wheel is curiously angled no matter how it’s adjusted, and the pedals are too bunched.

1971 Alfasud 1.5Ti vs. 1991 Alfa Romeo 33 Permanent 4

In the Sud the driver’s stance is still more emphatically stretched-arms crumpled-legs, but at least there’s a rest for an idle left foot-the 33 does without. The Permanent 4 is certainly the quieter cruiser, mainly because wind noise is better quelled. Both cars are vociferous under acceleration, though keen drivers won’t object, and at a steady speed the motors miraculously pipe down.

Neither car rides brilliantly - rapidly- taken humps and bumps are checked quite severely by the dampers, and the lower-profile tyres of the Permanent 4 patter more. But this 33 certainly is more supple than earlier examples, absorbing bumps effectively enough that, most of the time, the ride goes unnoticed. The same is true of the Sud.

It’s in the chassis department that the odds swing in the Sud’s favour. Of course, it can’t muster anywhere near the grip of the 33, with its skinny tyres, nor the 33’s security in tricky conditions, but it handles more pleasingly, sends more messages.

1971 Alfasud 1.5Ti vs. 1991 Alfa Romeo 33 Permanent 4

The biggest difference is the Sud’s responsiveness. It reacts instantly to the wheel, whether it’s entering a bend or halfway through, and resists understeer like almost no other front-driver, ancient or modern. It’s a cliche to say it, but it really does corner like a kart. This terrific quality is backed by accurate, reasonably quick steering that delivers plenty of feel.

The 33’s assisted steering is numb and not much quicker, though less effort is required. Initial vagueness and a surprisingly lethargic response to inputs don’t help. The Permanent 4 also understeers more. There’s no doubt, though, that the 33 is vastly more effective cross-country. It’s much quicker, of course (0-60mph in 8.5sec, 126mph against the Sud’s 11.7 and 102mph), but it’s also grippier and more effortless. And entertaining, too, the most fun any 33’s ever been, and more than the majority of rival rocket shoppers.

But it lacks the neutral handling and delicacy of response that marked out the Sud, and for that reason it’s often less satisfying. If Alfa could combine these with the extra grip and go, the Permanent 4 would be highly desirable.

The 4 also ought to make less noise, provide a slicker gearshift, a smoother ride and deliver decent ergonomics. Above all, it ought to be better made. But the 33 stands out with its marvellous engine - unmatched for entertainment value in this class - distinctive styling and capable chassis. Those who enjoy engineering will savour its layout, too.

That contrasts well with a couple of the cars in this comparison, the Audi and the Citroen, which abandon completely the philosophies promoted by their predecessors 20 years earlier. The ZX does without a flat four and fluid suspension, the 100 without a rotary engine and step-ahead styling, despite the fact that these approaches yielded such promise. They were killed by commercial cowardice in the first case and, in the second, spectacular warranty bills.

The Sud concept, on the other hand, remains intact to a startling extent. But on its own that's not enough to make the 33 a class leader 20 years on. Alfa has not had the money, nor perhaps the will, to develop the mechanicals to the pitch they might have reached today. It's to the Italians’ benefit that most rival manufacturers have been similarly reluctant to advance. Richard Bremner.

... and .. considered for re-purchase I can now add. It is living proof that pre- 1994/5 ish Mini bodyshells age much, much better than later ones. It still does have its points of interest obviously: a 1991 old car is well, very well past it's point of no return in today's automotive world ..

Replacement bodyshell painted and polished, ready for detailing and reassembly.

The Meteor, Monarch cars and Mercury trucks first appeared

in April, 1946 because of Ford of Canada's postwar marketing

strategy. More lower-priced cars were sold in Canada than in

the United States because of the slightly lower standard of living,

not to mention whopping sales and excise taxes that added

almost 20 percent to the sticker prices across the border.

Mercury's 239 cid V-8 was used, but rated at 95 to 97 hp instead of 100.

In 1949, Monarch used the new Mercury bodyshell with unique trim. The car also adopted the lion hood ornament, which was to become the marque’s main identity.

And while the Meteor was a Ford with a Mercury dashboard, the Monarch was a Mercury with a Ford dashboard. All body styles were offered, along with two-tone paint schemes, something not offered on any Ford product, anywhere.

Collector Cars, Harbour Place, North Vancouver, British Columbia, Canada.

For my video: youtu.be/VjjAcZ--USo

Taken 21/04/23; According to Wikipedia the Class 455 "... was originally to be classified as the Class 510, at which point they were planned as a 750 V DC version of the Class 317. However, as the chopper control system at the time was not considered robust enough for the electrically rougher third rail Southern Region, they were fitted with second-hand camshaft control systems and thus classified as the 455 class.[

A total of 505 carriages were built by British Rail Engineering Limited's Holgate Road carriage works and together with 43 existing trailers from Class 508s, formed 137 four-car sets. The 455s allowed the Class 405 and Class 415 to be withdrawn, as well as allowing the Class 508s to be transferred to the Merseyside network for which they were originally intended. They also allowed other stock to be cascaded to the North London and Oxted lines.

There were three batches of Class 455s, all consisting of four cars: driving trailer vehicles at each end, an intermediate trailer vehicle and an intermediate motorised vehicle (powered by four EE507-20J of 185 kW carried on the bogies of the MSO vehicle, some recovered from Class 405s), all originally built to the standard class 3+2 seating arrangement with 316 seats. Technically, they are formed DTSO+MSO+TSO+DTSO.[2] They have the same bodyshell as the Class 317 and Class 318, but as they were designed for inner suburban services they do not feature first class seating, air conditioning or toilet facilities and are restricted to 75 mph (121 km/h).[3] Like the Class 317/318, as well as the diesel Class 150, they are based on the British Rail Mark 3, with a steel construction, unlike the earlier PEP based Class 313, Class 314, Class 315, Class 507 and Class 508, which had an aluminium alloy body"

South Western Railway (SWR) is owned by FirstGroup (70%) and MTR Corporation (30%) that operates the South Western franchise. It operates commuter services from its Central London terminus at London Waterloo to South West London. SWR provides suburban and regional services in the counties of Surrey, Hampshire and Dorset, as well as regional services in Devon, Somerset, Berkshire and Wiltshire. Its subsidiary Island Line operates services on the Isle of Wight. SWR was awarded the South Western franchise in March 2017, and took over from South West Trains on 20 August 2017.

2007 #18/180 Custom ´64 Galaxie.

2007 New Models (18/36).

Hot Wheels.

Escala 1/64.

Made in Malaysia.

"Dark Red color, Chrome Plastic Chassis, Tinted windows and Black interior color."

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Custom '64 Galaxie

Debut Series

2007 New Models

Produced

2007 - Present

Designer

Phil Riehlman

Number

K6150

Description

"The Custom '64 Galaxie is a Hot Wheels casting based on the production car of the same name, debuting in the 2007 New Models.

It was slated for use in the 2007 Ultra Hots Series , and a new tool was made with an opening hood and visible engine, but was never produced. Some newer versions of the casting use the new interior piece with the engine invisible underneath the body."

Source: hotwheels.wikia.com/wiki/Custom_%2764_Galaxie

More info:

hotwheels.wikia.com/wiki/2007_New_Models

twolanedesktop.blogspot.com/2014/09/hot-wheels-custom-196...

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1964 Ford Galaxie

"The 1964 Galaxie was described by Ford as "a car bred in open competition and built for total performance".

For 1964, there were 16 models to choose from to include different varieties of sedans, hardtops, convertibles, and wagons. This Galaxie carried much the same lines as the 1963 with new distinctive styling through new trim moldings, grill and rear panel design, and all new interior trim styling.

Ford offered the Galaxie 500 in the sedan, hardtop and convertible body styles.

The Galaxie 500XL was offered in the sedan, hardtop, and convertible as well. The 500XL was the deluxe model with standard plush vinyl bucket seats with console, special XL trim moldings and ornamentation and standard equipment V-8 engine., and full wheel covers.

1964 was another year of awesome performance with six different engine choices. The most notable was the Thunderbird 390 V-8 engine at 300 horsepower, and two versions of the all powerful 427 power plant. Both a four barrel and dual carburetor version were offered at 410, and 425 horsepower respectively. For transmissions, Ford offered much the same as 1963. The four speed was standard euipment on 427 engine sizes and optional equipment on 390. Ford discontinued the 406 engine for 1964 which was now replaced by the 427. Ford also built a number of 427 Fiberglass race equipped Galaxies for 1964.

Many consider the 1964 the most attractive Galaxie ever built. The 1964 Fords are also legendary for their racing history as many of the factory lightweight cars were used by the Ford Motor Company extensively on the race track. This racing experience gave these cars instant popularity that continues to the current day."

Source: www.dearbornclassics.com/galaxie.html

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Ford Galaxie

From Wikipedia, the free encyclopedia

"The Ford Galaxie was a full-size car built in the United States by the Ford Motor Company for model years 1959 through 1974. The name was used for the top models in Ford's full-size range from 1959 until 1961, in a marketing attempt to appeal to the excitement surrounding the Space Race. In 1962, all full-size Fords wore the Galaxie badge, with "500" and "500/XL" denoting the higher series. The Galaxie 500/LTD was introduced for 1965 followed by the Galaxie 500 7-Litre in 1966. The Galaxie 500 part was dropped from the LTD in 1966, and from the XL in 1967; however the basic series structuring levels were maintained. The "regular" Galaxie 500 continued below the LTD as Ford's mid-level full-size model from 1965 until its demise at the end of the 1974 model year.

The Galaxie was the high volume counterpart to the Chevrolet Impala. Some Galaxies were high-performance, racing specification machines, a larger forebear to the muscle car era. Others were plain family sedans."

(...)

Second generation 1960–1964.

"The 1960 Galaxie was all-new in style, abandoning the ostentatious ornamentation of the 1950s for a futuristic, sleek look. A new body style this year was the Starliner, featuring a huge, curving rear observation window on a pillarless, hardtop bodyshell. The formal roofed 2-door hardtop was not available this year, but the roofline was used for the Galaxie 2-door pillared sedan, complete with chromed window frames."

(...)

1961

"For 1961, the bodywork was redone again, although the underpinnings were the same as in 1960.

(...) the 1961 Galaxie offered a new 390 CID (6.4 L) version of Ford's FE series pushrod V8, which was available with either a four-barrel carburetor or, for serious performance, three two-barrel carburetors."

(...)

1962

"For 1962, the Galaxie name was applied to all of Ford's full size models, as the Fairlane moved to a new intermediate and Custom was temporarily retired. New top-line Galaxie 500 (two-door sedan and hardtop, four-door sedan and hardtop, and "Sunliner" convertible) models offered plusher interiors, more chrome trim outside, and a few additional luxury items over and above what was standard on the plainer Galaxie models. Base Galaxie models were available in two- and four-door sedans as well as the plain Ranch Wagon.

(...) The 292 cu in (4.8 l) V8 was standard on the 500/XL. The XL had as sportier trim inside and out as part of the package. "

(...)

1963

"For 1963, Ford saw no reason to radically change a good thing, and the 1963 model was essentially unchanged save for some freshening and added trim; windshields were reshaped and a four-door hardtop 500/XL was added."

(...)

1964

"Model year 1964 was the fourth and final year of this body style. Interior trim was much altered, and the exterior featured a more sculpted look which was actually designed to make the car more aerodynamic for NASCAR. The formal-roof "boxtop" style was replaced by a slanted-roof design for all non-wagon or convertible models, including sedans. Ford's quality control, spotty when the first Galaxie was introduced, was now as good as it ever was, and many 1964 Fords passed the 100,000-mile (160,000 km) mark intact. The 1964 models gained an enviable reputation as durable, comfortable cars that offered decent handling and road-ability at a reasonable price, so it is no wonder they sold so well."

(...)

Source: en.wikipedia.org/wiki/Ford_Galaxie

Never had cause to look under a truck so I don't know how accurate this arrangement is. A previous owner had neatly put the inner portion of the loadbay together, it clips inside the outer bodyshell with an authentic-looking lip. There are then a series of hooks to glue into place.

It all fits into place in a very positive manner and certainly looks easier than the the MPC Datsun 620 truck kit I also have.....

(Volkswagen) GP2 Beach Buggy (1974) Engine 1285cc HO4 OHV

Registration Number VDH 562 N

Built on a shortened Volkswagen Beetle 1300 floorpan and running gear, the floor pan is shortened by 12 inches to fit the GP2 Beach Buggy Bodyshell. The GP beach buggy kit for the VW Beetle chassis was of course inspired by the original Meyers Manx, and helped bring the pared-back design to the masses.

This car was rescued from a garage after 13 years of sitting idle, it has since had a full restoration including a retrim, repainting a new canvass hood, brake overhaul and period slot mag wheels, during the Winter of 2009 and Spring 2010. It was reregistered and returned to the road in April 2010

Thanks for 20.7 Million views

Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-277

Porsche 993 Carrera 4S (1993-98) Engine 3600cc Flat 6

Registration Number 911 XGP

PORSCHE SET

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

The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.

The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2WD.

A big thankyou for an incredible 23.3 Million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-295

Austin Allegro 1300SDL Mk2 (1976-80) Engines 1275cc. S4 Tr.

Registration Number UTC 884 T (Bristol)

AUSTIN SET

www.flickr.com/photos/45676495@N05/sets/72157623759808208...

The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a quartic steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974

The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.

The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an A-Plus version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982

Diolch am 87,365,2928o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 87,365,928 amazing views, every one is greatly appreciated.

Shot 12.09.2021 at Cars in the Park, Lichfield Ref. 121-235

The Austin-Healey Sprite is a small open sports car that was announced to the press in Monte Carlo by the British Motor Corporation (BMC) on 20 May 1958, just before that year's Monaco Grand Prix. It was intended to be a low-cost model that "a chap could keep in his bike shed", yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, which received a royalty payment from the manufacturers BMC. It first went on sale at a price of £669, using a mildly tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down.

The Sprite was made at the MG sports car factory at Abingdon and it was inevitable that the success of the design would spawn an MG version known as the Midget, reviving a popular pre-war model name. Enthusiasts often now refer to Sprites and MG Midgets collectively as "Spridgets."

The little Sprite quickly became affectionately known as the Frogeye in the UK and the Bugeye in the US, 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 when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport.

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. The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 & Morris Minor 1000 models, also BMC products, but upgraded with twin 1⅛" inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage.

Engine:

1958–61: 948cc cc A-Series I4, 43 hp (32 kW) at 5200 rpm and 52 lbf·ft (71 Nm) at 3300 rpm

A car was tested by the British magazine The Motor in 1958. It had a top speed of 82.9 mph (133.4 km/h) and could accelerate from 0-60 mph (97 km/h) in 20.5 seconds. Fuel consumption of 43 miles per imperial gallon (6.6 L/100 km; 36 mpg-US) was recorded. The test car cost £678, including taxes of £223.[5]

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. Private competitors also competed with much success in Sprites. Because of its affordability and practicality, the Austin Healey Sprite was developed into a formidable competition car, assuming many variants by John Sprinzel, Speedwell and WSM. The Sebring Sprite became the most iconic of the racing breed of Austin Healey Sprites. Many owners use their Austin Healey Sprites in competition today, fifty years after its introduction.

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

Hitachi Rail Europe built Class 802 bimode, 802212, was captured after arrival at Platform 6 at Edinburgh Waverley on an ECML test run. The five car bimode train is one of a series of nineteen sets built for TransPennine Express - the bodyshells were fabricated at Kasado (Japan) and the trains assembled at Pistoia (Italy). TPE commence ECML operation from Edinburgh on 15 Dec 2019 when Newcastle to Liverpool Lime Street services are started back from Edinburgh Waverley. The only call between Edinburgh and Newcastle will be at Morpeth. With TPE currently introducing a variety of new trains, these were described in pre-introduction publicity as Nova 1.

The final major facelift for the GT6 came in 1970, to make the MK3. 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. This was a modification of the swing axle rear suspension used on the lesser Herald-derived models, with the transverse leaf spring mounted on a pivot, eliminating roll stiffness at the rear, and thus greatly reducing the jacking effect under cornering loads. To compensate for this loss of roll stiffness, a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. There was still a fairly comprehensive options list, but the "knock-on" wire wheels were no longer available. The unladen weight increased slightly to 2,030 lb (920 kg)

The GT6 proved to be a thoroughly pleasant, well-behaved sports car, certainly after the launch of the MK2. However it never sold in the numbers hoped for by Triumph, and was comprehensively beaten in the marketplace by the arguably inferior MGB. This seems a puzzle; the smaller-engined Spitfire sold better than the MG Midget, but this success eluded the GT6. Triumph always refused to release an official convertible version of the GT6 (although a number of owners successfully created one), and this may be partly responsible; the only likely explanation for this is their reluctance to offer any competition for their TR6 roadster, a strong seller in the USA. Whatever the reason, the GT6 was quietly dropped from the Triumph range at the end of 1973, although a few cars were sold the following year.

(Wikipedia)

- - -

Mit dem Spitfire führte Triumph 1962 einen preisgünstigen Sportwagen ein. Der Konkurrent MG hatte damals von seinem MGB ein Coupé im Angebot, welches sich gut verkaufte. Triumph beauftragte daher den italienischen Designer Giovanni Michelotti mit einem Entwurf auf Basis des Spitfire. Das Resultat lieferte jedoch mit dem Spitfire-Motor aufgrund des höheren Gewichts nicht ausreichende Leistung. Das Problem wurde gelöst, indem man in das neue Spitfirecoupé den 2l-Motor des Triumph Vitesse einbaute.

Das Ergebnis wurde GT6 genannt und im Jahr 1966 vorgestellt. Aufgrund seiner hinteren Heckklappe gab es gewisse Ähnlichkeiten des GT6 zum Jaguar E-Type. Deshalb und wegen seines günstigen Preises erhielt er den Spitznamen Poor man's E-Type (Jaguar E des Armen Mannes). Konzeptionell allerdings geht der GTR6 eher auf die Sunbeam Harrington Alpine Coupés zurück, die das britische Karosseriebauunternehmen Thomas Harrington Coach Builders zwischen 1961 und 1964 auf der Basis des Sunbeam Alpine Roadsters hergestellt hatte.

(Wikipedia)

Lancia Fulvia Sport S Series II by Zagato (1970-72) Engine 1298cc V4 DOC Production 2600

Registration: Number DCX 499L

Chassis No.: 8186513015

Engine No.: 77425

LANCIA SET

www.flickr.com/photos/45676495@N05/sets/72157623795824232...

The Lancia Fulvia debuted at the 1963 Geneva Motor Show powered by a 1298cc V4 engine of 90bhp. This is an example built by Zagota on the Fulvia coupe underpan.

The Sport was a fastback two seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions.

The series 1 had its bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of centimetres to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate. The Series 1 Sport was introduced at the 1965 Turin Motorshow the first Sport had an all-aluminium alloy bodyshell and used the coupé's 1.2-litre (1,216 cc) engine. The interior featured a wood-trimmed dashboard and two small bucket seats designed by Zagato. Just 202 were made in total

The Series 1 Aport 1.3 was a 1966 upgrad of the Sport with a 1298cc engine from the Rallye 1.3, producing 87 hp. Early version retained the aluminium bonnet, doors, and spare wheel hatch.Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver's side front wing.

The Series 1 line up was completed with the 1.3 Sport S An updated Sport 1.3 with 1,298 cc producing 92bhp These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain.

The second series Zagota Sport was launched at the 1970 Turin Motorshow Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres, the body was now all steel and seated 2+2 passengers The bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Other changes included the lights, the moving of the mirrors from the wing to the door. The line up contained two models the Sport 1.3S and the Sport 1600.

The Sport 1.3S (1970-72)

The Series two car retained the same engine as the the Series 1 1.3S but now with a five speed gerabox.Very early versions of these Series 2 cars were fitted with Series I bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all-steel bodyshells, no spare wheel hatch, and larger rear lights.

The Sport 1600 (1971-72)

Was powered by a 1584cc engine from the HF, producing 115 bhp and a top speed of 118mph The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. The interior had a oil temperature gauge, bucket seats with headrests and electric front windows as standard. Cromodora alloy wheels like those found on the 1600 HF were optional.

Shot at the H H Auction Brooklands 22:10:2013 REF 79-139

Lancia Fulvia Zagato Sport 1600 Series II by Zagato (1970-72) Engine 1584cc V4 (2600 Fulvia Zaato all models)

Registration: Number MML 25 L

LANCIA SET

www.flickr.com/photos/45676495@N05/sets/72157623795824232...

The Lancia Fulvia debuted at the 1963 Geneva Motor Show powered by a 1298cc V4 engine of 90bhp. This is an example built by Zagota on the Fulvia coupe underpan.

The Sport was a fastback two seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions.

The series 1 had its bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of centimetres to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate. The Series 1 Sport was introduced at the 1965 Turin Motorshow the first Sport had an all-aluminium alloy bodyshell and used the coupé's 1.2-litre (1,216 cc) engine. The interior featured a wood-trimmed dashboard and two small bucket seats designed by Zagato. Just 202 were made in total

The Series 1 Aport 1.3 was a 1966 upgrad of the Sport with a 1298cc engine from the Rallye 1.3, producing 87 hp. Early version retained the aluminium bonnet, doors, and spare wheel hatch.Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver's side front wing.

The Series 1 line up was completed with the 1.3 Sport S An updated Sport 1.3 with 1,298 cc producing 92bhp These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain.

The second series Zagota Sport was launched at the 1970 Turin Motorshow Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres, the body was now all steel and seated 2+2 passengers The bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Other changes included the lights, the moving of the mirrors from the wing to the door. The line up

contained two models the Sport 1.3S and the Sport 1600.

The Sport 1.3S (1970-72)

The Series two car retained the same engine as the the Series 1 1.3S but now with a five speed gerabox.Very early versions of these Series 2 cars were fitted with Series I bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all-steel bodyshells, no spare wheel hatch, and larger rear lights.

The Sport 1600 (1971-72)

Was powered by a 1584cc engine from the HF, producing 115 bhp and a top speed of 118mph The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. The interior had a oil temperature gauge, bucket seats with headrests and electric front windows as standard. Cromodora alloy wheels like those found on the 1600 HF were optional.

A big thankyou for an incredible 23.1 Million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-205

150002 is the 2nd of the two prototype Class 150 Sprinter units designated at Class 150/0.

In 1984, BREL built two prototype 3-car Class 150/0 units, numbered 150001 and 150002. 150001 was fitted with Cummins engines and Voith hydraulic transmission, and 150002 was fitted with Perkins (Rolls-Royce) engines and Self-Changing Gears mechanical transmission.

The design specifications of the prototypes were similar to the later production units, but they were to remain as the only Class 150s to be built as 3-car units. Additional three-car units were created later by re-marshalling a 150/2 car in the middle of a 150/1 set, but only the prototypes had purpose-built centre cars without driving cabs. Both cab doors are air-operated unlike the Class 150/1 production model, but as seen later on in the 150/2 variant.

150002 proved to be the worse of the two for reliability and was consequently chosen for use as the testbed for the Class 158, being re-geared to a maximum speed of 90 mph (140 km/h) and fitted with Cummins engines and Voith transmission and a Class 158 interior. One car was fitted with the Class 151 Twin Disc 'hot-shift' transmission which it used successfully once the control software was sorted out. To distinguish this unit it was reclassified as the Class 154. It has since been returned to the standard configuration and reverted to its original number. Both prototypes were still in service with London Midland until 2011. 150001 entered service with First Great Western in January 2012, 150002 followed after refurbishment and relivery.

This second batch of fifty units were classified as Class 150/1 and numbered in the range 150101-150. Like the prototype units, they did not have front-end gangway connections. These units were mainly concentrated around Birmingham and Manchester, and in later years were restricted mainly to commuter services.

The final batch of 85 two-car units were built with front-end gangway connections, which allowed passengers to move between two units that were working in multiple. These units were classified as Class 150/2 and numbered in the range 150201-285. They were used on longer-distance services. The end gangways make them very similar in appearance to the Class 317/2 EMUs, also based on the Mark 3 bodyshell.

Some of the Class 150/2 units were later disbanded, and the vehicles were used to make some of the Birmingham and Manchester-based Class 150/1 units into 3-car sets. The units in Manchester were later returned to their original configuration, but the Birmingham-based units were renumbered into the 1500xx range by subtracting 100 from the previous number (e.g. 150103 became 150003). This also gave an extra operational advantage of there being an extra set of passenger door controls within the train for use of the Guard, this made it easier for them to collect revenue on the train without having to run the full length of the unit to release the doors at a station.

One further unit was built specifically for testing duties. Originally numbered in the Class 180 series, the unit is now in the departmental Class 950 series, numbered 950001 and carries the yellow Network Rail livery.

The Class 150 units have BSI couplers which enable them to work in multiple with Class 142, Class 143, Class 144, Class 153, Class 155, Class 156, Class 158 and Class 170 units, as well as units of the same class. However, they cannot work in multiple with Class 165 or Class 166 units due to incompatible wiring arrangements.

The 2nd of the two prototypes is seen departing Bristol Temple Meads, whilst being temporairily based at Bristol St Phillips Marsh HSTD, with a service to Gloucester.

Cod. 4179.

Fiat Tipo (1988-1995).

Red, blue stripe, #25, Pirelli, Pioneer & Canonica logos.

Escala 1/43.

Bburago.

Made in Italy.

Años 1990-1995.

More info: www.bburago.info/index.php?id=ctlall&hover=&showM...

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Fiat Tipo

From Wikipedia, the free encyclopedia

"The Fiat Tipo. (Tipo-punto, literally: Type-dot) (Type 160) is a compact car, designed by the I.DE.A Institute design house, and produced by the Italian manufacturer Fiat between 1988 and 1995.

The Tipo was initially available only as a five door hatchback. The car was made entirely out of galvanized body panels to avoid rust, and was built on a completely new Fiat platform, which was later used on Fiat, Alfa-Romeo, and Lancia models.

It also stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear-wheel-drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years before the Tipo.

For 1989, the Tipo won the European Car of the Year award and 1989 Semperit Irish Car of the Year in Ireland.

The car has been extremely popular in Brazil. It outsold the Volkswagen Gol, which had been the best-selling Brazilian car for over 20 years. Only the Tipo, the Fiat Uno Mille, and Fiat Palio have also ever outsold the Gol."

(...)

"Unveiled in January 1988, the Tipo went on sale in Europe during June 1988, and on the right-hand drive UK market from 16 July 1988, initially base (i.e.), DGT, (...) S, SX and 16v trim levels were available.

"Tipo" is Spanish for "kind", and Italian for "type".

Power from 58 to 148 PS (43 to 109 kW; 57 to 146 bhp) came from 1.1, 1.4, 1.6, 1.7, 1.8, 1.8 16v, 2.0, and 2.0 16v petrol engines, as well as a 1.7 diesel, 1.9 diesel, and 1.9 turbodiesel.

The 1.1 base engine was widely regarded as underpowered for the car, which was otherwise roomy for five adults and with above average equipment. This version was never sold in the United Kingdom."

(...)

"The Tipo was facelifted in 1993 and a three door version was added, as well as minor exterior changes (the two evolutions of the car can be differentiated by their slightly different radiator grilles and headlamps) and improved specifications; safety features like stiffer bodyshells, driver's airbag, and side impact bars were added to the range.

This included the new S, SX, and SLX trim levels, as well as a new eight valve 2.0 GT model.

The Tipo ceased production in the summer of 1995, and was replaced by the three door Fiat Bravo and five-door Fiat Brava."

(...)

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Fiat Tipo

Manufacturer

Fiat

Production

1988–1995

Assembly

Cassino – Piedimonte S. Germano (Frosinone), Italy

Pomigliano d'Arco, Italy (1989-1990)

Betim, Brazil

Bursa, Turkey (Tofaş)

Designer

Ercole Spada (I.DE.A Institute)

Class

Small family car (C)

Body style

3/5-door hatchback

Layout

front-engine, front-wheel-drive

Platform

Type Two platform (Tipo Due)

Related

Fiat Tempra

Fiat Coupé

Alfa Romeo 145 and 146

Alfa Romeo 155

Lancia Dedra

Lancia Delta

Zastava Florida

Engine

1.1 L I4

1.4 L I4

1.6 L I4

1.7 L I4

1.8 L I4

2.0 L I4

1.7 L diesel I4

1.9 L diesel I4

1.9 L TD I4

Transmission

5-speed manual

CVT (Selecta)

4-speed automatic

Dimensions

Wheelbase

2,540 mm (100.0 in)

Length

3,958 mm (155.8 in)

Width

1,700 mm (66.9 in)

Height

1,445 mm (56.9 in)

Curb weight

1,020–1,230 kg (2,250–2,710 lb)

Chronology

Predecessor

Fiat Ritmo

Successor

Fiat Bravo/Brava

Source: en.wikipedia.org/wiki/Fiat_Tipo

A complete car, but in a state of dissassembly. The owner has all the chrome and the magnificent 258 CI V8 is in place . The dash has a horrible right hand drive conversion which has left gaping holes in it...Any takers? Its going in San Fernando at US$1,000.00 and includes a free Sunbean Rapier H120 bodyshell as an incentive.

Direct Rail Services Class 57 no. 57311 "Thunderbird" sits in the sidings at Crewe on 14th December 2013. The first Class 57s were built in 1997 for Freightliner, a Class 47 bodyshell was taken, stripped, rewired and then fitted with an EMD engine. In 2002, 12 further Class 47s were converted to 57s for Virgin Trains, these were numbered 57/3 and fitted with ETH. In 2003, four additional locos were ordered for dragging Pendolinos, these were fitted with Dellner couplings from new and the remainder of the fleet was retrofitted with Dellners in the same year. DRS now operate the majority of the class 57/0 and 57/3. Network Rail operate some Class 57/3s, First Great Western operate the Class 57/6 fleet and West Coast Railways operate a fleet of 57/0, 57/3 and 57/6. 57311 began it's life in 1964 as D1611 and has been identified as: 47032, 47662, 47817 and 57311 at various times in it's life.

Triumph Dolomite 1850HL

Triumph Dolomite was presented at the London Motor Show in October 1971. However due to a number of strikes and other industrial upsets, the car was not reported to be in full production until October 1972.[2] The name ;Dolomite had been used by Triumph for a range of models prior to the Second World War and this name was revived for the new car. The car used the longer bodyshell of the front wheel drive Triumph 1500, but with the majority of the running gear carried over from the rear wheel drive Triumph Toledo.

Initially, the only version available used the new slant-four 1854 cc engine, providing 91 bhp (68 kW) which offered sprightly performance. This was a version of the engine that the company was already providing to Saab for use in their 99 model.[3]

The car was aimed at the then-new compact performance-luxury sector, vying for sales against cars such as the BMW 2002 and Ford Cortina GXL, and was offered with a high level of standard equipment, including twin headlamps, a clock, full instrumentation, luxury seats and carpets, a heated rear window, and a cigar lighter. Styling was similar to the Triumph 1500, with some updates such as a black painted rear panel, Vinyl D-posts, and new wheel trims. The car was capable of 100 mph (160 km/h), with 60 mph (97 km/h) coming up in just over 11 seconds. An overdrive gearbox was soon made optional, offering relaxed motorway cruising and improved fuel economy, and there was also an optional automatic transmission.

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 40.000 - 60.000

Sold for € 32.200

Parijs - Paris

Frankrijk - France

February 2018

- Delivered new to France

- Three owners from new

- Very well maintained

- Fully documented

- 29.307 km recorded

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

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

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

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

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

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

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

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

Design

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

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

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

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

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

Initial model and first additions to range

Rover 2300 6-cylinder engine, in situ in SD1

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

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

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

[Text from Wikipedia]

Bare bodyshell.

The Lancia Fulvia (Tipo 818) is an Italian car introduced at the Geneva Motor Show in 1963 by Lancia and produced until 1976. Fulvias are notable for their role in motorsport history, including winning the International Rally Championship in 1972. On testing it in 1967, Road & Track summed up the Fulvia as "a precision motorcar, an engineering tour de force". Named after Via Fulvia, Roman road leading from Tortona to Torino.

The Fulvia was available in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan.

Specifications:

Chassis

The Fulvia Berlina was designed by Antonio Fessia, to replace the Lancia Appia with which it shared almost no components. The Appia was a rear wheel drive car, however, while the Fulvia moved to front wheel drive like the Flavia. The general engineering design of the Fulvia was identical to that of the Flavia with the major exception of the engine, the Flavia having a four-cylinder horizontally opposed engine and the Fulvia a 'Narrow Angle' vee configuration as featured on most production Lancias from the Lambda. The Fulvia used a longitudinal engine mounted in front of its transaxle. An independent suspension in front used wishbones and a single leaf spring, while a beam axle with a panhard rod and leaf springs was used in back. Four wheel Dunlop disc brakes were fitted to first series Fulvias. With the introduction of the second series in 1970 the brakes were uprated with larger Girling calipers all round and a brake servo. The handbrake design was also changed - using separate drums and brake-shoes operating on the rear wheels.

Engine

The V4 engine of a 1972 Fulvia Berlina

One element that was new was the narrow-angle V4 engine. Designed by Zaccone Mina, it used a narrow angle (12°53'28") and was mounted well forward at a 45° angle. The engine is a DOHC design with a one camshaft operating all intake valves and another operating all exhaust valves. The very narrow angle of the cylinders allowed for use of a single cylinder head.

Displacement began at just 1091 cc with 58 bhp (44 kW) with a 72 mm bore and 67 mm stroke. A higher (9.0:1) compression ratio and the fitment of twin Solex carburettors raised power to 71 bhp (53 kW) soon after.

The engine was bored to 6 mm to enlarge displacement to 1216 cc for the HF model. This, and some tuning, raised output to 80 to 88 bhp (60 to 66 kW).

The engine was re-engineered with a slightly narrower bank angle (12°45'28") and longer (69.7 mm) stroke for 1967. Three displacements were produced: 1199 cc (74 mm bore), 1231 cc (75 mm bore), and 1298 cc (77 mm bore). The new 1298 cc engine was produced in two versions; the type 818.302 produced 87 bhp (65 kW) at 6000 rpm and was fitted to 1st series Coupés, Sports and Berlina GTE and later to the 2nd Series Berlina. The Type 818.303 was first produced with 92 hp (69 kW) and was fitted to the 1st series Coupé Rallye S and Sport S. For the 2nd Series Coupé and Sport power was slightly reduced to 90 hp (67 kW) at 6000 rpm.

The engine was completely reworked for the new 1.6 HF with an even-narrower angle (11°20' now) and longer 75 mm stroke combined with a bore of 82 mm gave it a displacement of 1584 cc, and power ranged from 115 to 132 bhp (85 to 98 kW) depending on tune.

Coupé 1.3 S Montecarlo: 1972–73.

Special edition based on the 1.3 S, commemorating Lancia's victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to but different from the 1.6 HF bodyshell. Other accouterments included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted.

[Text from Wikipedia]

en.wikipedia.org/wiki/Lancia_Fulvia

This Lego miniland-scale Lancia Fulvia Coupe 1.3 S Monte Carlo - has been created for Flickr LUGNuts' 106th Build Challenge, titled - 'Exclusive Edition!' - a challenge for vehicles made in a 'special edition' - for whatever reason.

Looking NE across Upper Head Dike above the Woodhead Tunnels on a fine day in early August. Behind the ventilators stetches Wike Edge, to the right of it a white vehicle negotiates Windle Edge en-route to Duford Bridge, further right still the relentless procession of cross-Pennine traffic plys Gallows Moss on the A628-It's Grim Up North.

The nearest structure is the 512 feet deep Shaft No.2 in Derbyshire on the old tunnels while farther across the valley are two brick buildings in South Yorkshire. The one immediately above Shaft No.2 is (I think) a dynamite store for the new tunnel & to it's right is the square 467 foot deep ventilator for the new 1954 bore. Hidden from view-the white Ford Orion bodyshell which found employment as an access ladder is around the far side.

Rene Bonnet Djet (1962-64 as Rene Bonnet (1965-67) Matra) Engine 1108cc S4 OHV Renault Cleon Production 198 (as Bonnet = 179 1108cc + 21 1491cc) + 1491 as Matra Djet)

Registration Number BAE 703 B (Bristol)

RENE BONNET SET

www.flickr.com/photos/45676495@N05/albums/72157654518194325

Originally designed by Rene Bonnet and later mdified for Matra production by Jaques Hubert. The car had various names in its life from 1962 till 1967: René Bonnet Djet, Matra Bonnet Djet, Matra Sports Djet and finally Matra Sports Jet. with this early 1108cc Djet later referred to as Djet 1.

The car is powered by a 1,108 cc Renault 8 mid-engine mated to a Renault Estafette gearbox, giving a top speed of 165 km/h (103 mph). The fiberglass body was made by Matra, which was glued to a steel chassis. Matra also provided the factory where the Djets were built, in Romorantin.

The Djet had a very modern design with disc brakes and independent suspension with wishbones and coil springs all around.

The two seater Djet became the world's first mid-engined production road car, on its introduction in 1962, beating the de Tomaso Vallelunga which was introduced in 1963 and weigh in at only 600kg.

When Bonnet got into financial troubles, Matra (who supplied both the bodyshells and the factory location) took over René Bonnet Automobiles and its debts in October 1964 and production of the original Djet ceased in December 1964. It was considered a great opportunity by Matra's CEO, Jean-Luc Lagardère, to expand Matra's business to the automobile market. Matra hired former Simca designer Philippe Guédon and modified the original Bonnet Djet, the car became slightly bigger

Many Thanks for a fan'dabi'dozi 30,908,100 views

Shot 167.11.2014 at The National Exhibition Centre, Classic and Sportscar Show Ref 103-405

When we reached Cape Neddick Light in the evening to catch a glimpse of its famous lighthouse, this Reliant car, parked in the parking lot, grabbed the spotlight instead. It became an instant star attraction next to the main one.

The Reliant is a small three-wheeled car formerly manufactured by the Reliant Motor Company in Tamworth, England.

One of its models - Robin was first manufactured in October 1973, a direct replacement for the Reliant Regal. The final original version of the Robin rolled off the production line in 1981, when the model was replaced by the restyled Reliant Rialto. The vehicle was also produced under license in Greece by MEBEA between 1974 and 1978. It was also manufactured in India by Sunrise Automotive Industries Limited as Badal.

In 1989, Reliant revived the Robin name, producing a new and totally revamped Robin featuring a new fibreglass body, and increased engine power. The Rialto continued in production alongside the new Robin until 1998. This Robin was facelifted again in 1999 when the final version was launched that had its biggest change since originally launched with completely new panels, and Vauxhall Corsa front lamps.

Designed as a hatchback-only model it lasted until February 2001 when Reliant announced the end of production. The final sixty-five Robins designed in 1999 manufactured by Reliant formed a Special Edition known as the Robin 65, featuring leather trim, walnut interior, and a numbered plaque, and sold for approximately £10,000. Manufacturing of the Robin resumed under licence by a company called B&N Plastics in July 2001, but stopped in October 2002.

Source: www.wikipedia.org

September 5, 2012, Cape Elizabeth, Maine, taken here.

Skoda Felicia (1994-2001) Engine 1289cc S4

Registration Number W 597 HGV

SKODA SET

www.flickr.com/photos/45676495@N05/sets/72157623722493201...

The Skoda Felicia was one of the first Skoda's to benefit from Skoda Autos takeover by Volkswagen. As such the car was offered with a wider range of engines, including the first Skoda diesel. Debuted on the Charles Bridge in Prague in October 1994. In 1998 the high customer satisfaction of the Felicia contributed strongly to Skoda winning the Best Manufacturer award in the JD Power car survey. In 1998 the Felicia received a minor facelift that included a new grille, and larger bumpers, but there also minor upgrades to the chassis and bodyshell crash safety.

A big thankyou for 21 million views

Shot 18:03:2014 at the BTCC launch Donington Park, Leicestershire Ref: 99-081

Collection Adrian Van Lerber

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 20.000 - 30.000

Sold for € 23.000

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the futuristically styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in computer-controlled form into the 21st Century. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection, and a five-speed gearbox. By the time production ceased in April 1975, more than 1.3 million of these wonderfully idiosyncratic cars had been built.

One of the last DS models produced, this top-of-the-range Pallas version has the fuel-injected 2.3-litre engine and the desirable five-speed manual transmission. It has been with the current owner for approximately 10 years and is presented in virtually original condition, the only notified departure from factory specification being a chromed exhaust system. Finished in white with black roof and brown leather interior, the car is offered with FIVA identity card, 2016 MFK (TüV), and Swiss registration papers.

The final major facelift for the GT6 came in 1970, to make the MK3. 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. This was a modification of the swing axle rear suspension used on the lesser Herald-derived models, with the transverse leaf spring mounted on a pivot, eliminating roll stiffness at the rear, and thus greatly reducing the jacking effect under cornering loads. To compensate for this loss of roll stiffness, a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. There was still a fairly comprehensive options list, but the "knock-on" wire wheels were no longer available. The unladen weight increased slightly to 2,030 lb (920 kg)

The GT6 proved to be a thoroughly pleasant, well-behaved sports car, certainly after the launch of the MK2. However it never sold in the numbers hoped for by Triumph, and was comprehensively beaten in the marketplace by the arguably inferior MGB. This seems a puzzle; the smaller-engined Spitfire sold better than the MG Midget, but this success eluded the GT6. Triumph always refused to release an official convertible version of the GT6 (although a number of owners successfully created one), and this may be partly responsible; the only likely explanation for this is their reluctance to offer any competition for their TR6 roadster, a strong seller in the USA. Whatever the reason, the GT6 was quietly dropped from the Triumph range at the end of 1973, although a few cars were sold the following year.

(Wikipedia)

- - -

Mit dem Spitfire führte Triumph 1962 einen preisgünstigen Sportwagen ein. Der Konkurrent MG hatte damals von seinem MGB ein Coupé im Angebot, welches sich gut verkaufte. Triumph beauftragte daher den italienischen Designer Giovanni Michelotti mit einem Entwurf auf Basis des Spitfire. Das Resultat lieferte jedoch mit dem Spitfire-Motor aufgrund des höheren Gewichts nicht ausreichende Leistung. Das Problem wurde gelöst, indem man in das neue Spitfirecoupé den 2l-Motor des Triumph Vitesse einbaute.

Das Ergebnis wurde GT6 genannt und im Jahr 1966 vorgestellt. Aufgrund seiner hinteren Heckklappe gab es gewisse Ähnlichkeiten des GT6 zum Jaguar E-Type. Deshalb und wegen seines günstigen Preises erhielt er den Spitznamen Poor man's E-Type (Jaguar E des Armen Mannes). Konzeptionell allerdings geht der GTR6 eher auf die Sunbeam Harrington Alpine Coupés zurück, die das britische Karosseriebauunternehmen Thomas Harrington Coach Builders zwischen 1961 und 1964 auf der Basis des Sunbeam Alpine Roadsters hergestellt hatte.

(Wikipedia)

Temporary work in progress 'scale' drawing of a typical class 92 loco created from photographs and based on actual measurements of locomotives and known measurements for the bogie wheelbase 4.29 m, bogie pivot centres 12.75 m, wheelbase 17.22 m, length 21.34 m, height 3.95 m and wheel diameter 1.16 m.

For a work in progress engineering plan of the interior of the cab corridoor see cab corridor diagram

46 class 92 locomotives were assembled by BRUSH traction at Loughborough from components produced by;

ABB (ADtranz) control system and transformer equipment

AirChime - warning horns

Beakbane Limited -

Brecknell Willis - BW HS-A high speed pantograph and 3rd rail shoegear

CSEE Transport - Transmission Voie-Machine (TVM-430), track-to-train transmission signaling and control-command system.

The TVM-430 uses Motorola 68020 class processors, and is programmed in Ada, a computer language often used in safety critical systems.

Chapman seating limited - driver and second man seats

David Newton of Nottingham - Crew depot plaque

FAG - Axel box roller bearings

FAG - wheelset bearings

Faiveley - speed processing and TVM data recording system.

Hasler Rail data recorder

J M Ranger Limited of Leicester - BRUSH traction works plate

Kidde Graviner

LPA Industries plc

Microelecttrica Scientifica (Milan Italy)

OLEO - buffers

Procor UK - bodyshell

lifting/jacking point cover

STS Signals Ltd - twin-lightweight AWS receiver

Westinghouse - Break system

alloy "Double Arrow" designed by Gerry Barney

Halon pipework, air piping and conduit

arc protection barriers

underframe

bogie cross-stretchers

traction motors

suspension tubes

wheelsets

gear assemblies

Ancillary pneumatic control systems (and internal layout of valves and cocks click here)

-pantograph raise and lower

-shoegear

-warning horns (AirChime)

-sanding equipment

-windscreen wipers

-windscreen washers

Positioning of the ladders, pipework on the bogies and roudels varies between locomotives by many cm.

Other variations include names/nameplates

92001 (472 002) - Victor Hugo

91 53 0472 001-3

92002 -H.G. Wells

92003 - Beethoven

92004 - Jane Austen

92005 - Mozart

92006 - Louis Armand SNCF no "Double Arrow"

92007 - Schubert

92008 - Jules Verne

92009 - Marco Polo

92010 - Moliere SNCF

92011 - Handel

92012 (472 001) - Thomas Hardy

92013 -Puccini

92014 - Emile Zola SNCF

92015 - DH Lawrence and YIWU-LONDON TRAIN

92016 - Brahms

92017 - Bart the Engine

92018 -Stendhal SNCF

92019 - Wagner

92020 - Milton

92021 - Purcell

92022 - Charles Dickens - Railfreight Distribution

92023 - Ravel SNCF

92024 - J.S. Bach

92025 - Oscar Wilde (Rail Bulgaria)

92026 - Britten

92027 - George Eliot (Rail Bulgaria)

92028 - Saint Saens SNCF

92029 - Dante

92030 - De Falla (then Ashford) Rail Bulgaria 91 70 00 92 030-1

92031 - unnamed until 2001

92032 - Cesar Franck

92033 - Berlioz SNCF

92034 - Kipling (Rail Bulgaria)

92035 - Mendelssohn

92036 - Bertolt Brecht

92037 - Sullivan

92038 - Voltaire SNCF

92039 - Johann Strauss

92040 - Goethe

92041 - Vaughn Williams

92042 - Honegger

92043 - Debussy SNCF

92044 - Couperin

92045 - Chaucer

92046 - Sweelinck

For me the Escort wins every time...

Audi launched the Quattro in 1980, destined to become the first four wheel drive road car. It also started a revolution in rallying. The Quattro A2 was one of a new generation of rally cars.

Introduced in 1983, built to the new group B regulations.

Stig Blomqvist drove this car, chassis R61, to victory in the 1984 Rally of Argentina, going on to win that year's Drivers' Championship.

Hannu Mikkola used R61 to win the 1985 Hong Kong - Beijing rally, Blomqvist driving it to victory in the same event a year later.

Having been dropped from production in July 1980, this Escort was especially prepared for the 1981 Lombard RAC GB rally, utilising a 1977 MkII bodyshell & chassis .

Ari Vatanen finished second, clinching the drivers WRC.

Lamborghini is redefining dynamics and design in the SUV category with the new Urus concept vehicle. With an output of 600 hp, the Urus will offer the lowest CO2 figure of all comparable vehicles while providing a unique design, a fascinating interior and outstanding performance with versatility and everyday usability.

Between the luxuriously appointed interior and the taut, razor-sharp lines of the exterior, the Urus is pure and minimalist, exhibiting a clear focus on what matters. A touchscreen navigation, entertainment and climate control system on the inside counterpoint the 24-inch double-spoke, matte-finish aluminum wheels on the outside. Lightly shimmering red paint provides the ideal contrast for the many bodyshell parts made from carbon fiberreinforced polymer.

The name Urus is derived once more from the world of bulls, as has long been the tradition at Lamborghini. The Urus, also known as Aurochs, is one of the large, wild ancestors of domestic cattle.

The Urus is a very concrete idea for the future of Lamborghinias a third model line and as the perfect complement to our super sports cars, says Stephan Winkelmann, President and CEO of Automobili Lamborghini. The Urus is the most extreme interpretation of the SUV idea; it is the Lamborghini of the SUVs.

Lamborghinis expertise in the field of lightweight design technologies guarantees breathtaking dynamics. With the Urus, Lamborghini designers and engineers have created a new icon in automotive history.

www.lamborghini.com

from the concours' program

Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6

Registration Number H 5 AOB (Cherished number originally allocated for issue circa 1990 from Birmingham)

PORSCHE ALBUM

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

The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.

The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W

Diolch am 81,780,197 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 81,780,197 amazing views, every one is greatly appreciated.

Shot 05.06.2021. at Bicester Heritage Centre, Bicester, Oxon. 146-130

.

Fiat 131 Abarth Rallye (1976) Engine 1995cc S4 DOHC

Registration Number J 51131

Production 400

FIAT SET

www.flickr.com/photos/45676495@N05/sets/72157623665060711...

The first series Fiat 131 was introduced at the 55th Turin Motor Show in late October 1974 The 131 came with a choice of a 1,297 cc or 1,585 cc OHV inline-four engines, both from the engine family first introduced on the Fiat 124. Both engines were fitted with a single twin-choke Weber 32 ADF downdraught carburettor. A four-speed manual transmission was standard, with a 5-speed manual and a 3-speed torque converter automatic optional on the 1600 engine only. The initial range comprised eleven different models with three body styles 2 door and 4 door Saloons and an Estate car.

In 1976, 400 examples of the Fiat Abarth 131 Rally were built for homologation purposes These cars were built in a cooperation between Fiat, Bertone and Abarth. Bertone took part-completed two door standard bodyshells from the production line in Mirafiori, fitted plastic mudguards front and rear, a plastic bonnet and bootlid and modified the metal structure to accept the independent rear suspension. The cars were fully painted and trimmed and then delivered back to the Fiat special Rivalta plant where they received the Abarth mechanicals. The street version of the car used a 16-valve DOHC derivative of the standard DOHC engine, which equipped with a double Weber downdraught carburettor produced 140 PS (103 kW; 138 hp). The street cars used the standard gearbox with no synchromesh (Rally type regulations required the use of the same type of synchromesh on the competition cars as on the street versions) and the hopelessly underdimensioned brake system of the small Fiat 127. Competition cars used dry sump lubrication and eventually Kugelfischer mechanical fuel injection. In race specifications, the engine produced up to 240 PS (180 kW) in 1980, being driven to World Championship status by Walter Röhrl.

The Fiat 131 Abarth was a very successful rally car winning the World Rally Championship 1977, 1978 and 1980 with Markku Allen, Timo Salonen and Walter Rohl at the wheel. Between 1976-81 the Fiat 131 Abarth won 18 WRC rally events.

This car is in the livery of OlioFiat

Shot at the Donington Historic Festival 01.05.2011 Ref 66-084

Cod. 4179.

Fiat Tipo (1988-1995).

Red, blue stripe, #25, Pirelli, Pioneer & Canonica logos.

Escala 1/43.

Bburago.

Made in Italy.

Años 1990-1995.

More info: www.bburago.info/index.php?id=ctlall&hover=&showM...

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

Fiat Tipo

From Wikipedia, the free encyclopedia

"The Fiat Tipo. (Tipo-punto, literally: Type-dot) (Type 160) is a compact car, designed by the I.DE.A Institute design house, and produced by the Italian manufacturer Fiat between 1988 and 1995.

The Tipo was initially available only as a five door hatchback. The car was made entirely out of galvanized body panels to avoid rust, and was built on a completely new Fiat platform, which was later used on Fiat, Alfa-Romeo, and Lancia models.

It also stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear-wheel-drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years before the Tipo.

For 1989, the Tipo won the European Car of the Year award and 1989 Semperit Irish Car of the Year in Ireland.

The car has been extremely popular in Brazil. It outsold the Volkswagen Gol, which had been the best-selling Brazilian car for over 20 years. Only the Tipo, the Fiat Uno Mille, and Fiat Palio have also ever outsold the Gol."

(...)

"Unveiled in January 1988, the Tipo went on sale in Europe during June 1988, and on the right-hand drive UK market from 16 July 1988, initially base (i.e.), DGT, (...) S, SX and 16v trim levels were available.

"Tipo" is Spanish for "kind", and Italian for "type".

Power from 58 to 148 PS (43 to 109 kW; 57 to 146 bhp) came from 1.1, 1.4, 1.6, 1.7, 1.8, 1.8 16v, 2.0, and 2.0 16v petrol engines, as well as a 1.7 diesel, 1.9 diesel, and 1.9 turbodiesel.

The 1.1 base engine was widely regarded as underpowered for the car, which was otherwise roomy for five adults and with above average equipment. This version was never sold in the United Kingdom."

(...)

"The Tipo was facelifted in 1993 and a three door version was added, as well as minor exterior changes (the two evolutions of the car can be differentiated by their slightly different radiator grilles and headlamps) and improved specifications; safety features like stiffer bodyshells, driver's airbag, and side impact bars were added to the range.

This included the new S, SX, and SLX trim levels, as well as a new eight valve 2.0 GT model.

The Tipo ceased production in the summer of 1995, and was replaced by the three door Fiat Bravo and five-door Fiat Brava."

(...)

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

Fiat Tipo

Manufacturer

Fiat

Production

1988–1995

Assembly

Cassino – Piedimonte S. Germano (Frosinone), Italy

Pomigliano d'Arco, Italy (1989-1990)

Betim, Brazil

Bursa, Turkey (Tofaş)

Designer

Ercole Spada (I.DE.A Institute)

Class

Small family car (C)

Body style

3/5-door hatchback

Layout

front-engine, front-wheel-drive

Platform

Type Two platform (Tipo Due)

Related

Fiat Tempra

Fiat Coupé

Alfa Romeo 145 and 146

Alfa Romeo 155

Lancia Dedra

Lancia Delta

Zastava Florida

Engine

1.1 L I4

1.4 L I4

1.6 L I4

1.7 L I4

1.8 L I4

2.0 L I4

1.7 L diesel I4

1.9 L diesel I4

1.9 L TD I4

Transmission

5-speed manual

CVT (Selecta)

4-speed automatic

Dimensions

Wheelbase

2,540 mm (100.0 in)

Length

3,958 mm (155.8 in)

Width

1,700 mm (66.9 in)

Height

1,445 mm (56.9 in)

Curb weight

1,020–1,230 kg (2,250–2,710 lb)

Chronology

Predecessor

Fiat Ritmo

Successor

Fiat Bravo/Brava

Source: en.wikipedia.org/wiki/Fiat_Tipo

Cod. 4179.

Fiat Tipo (1988-1995).

Red, blue stripe, #25, Pirelli, Pioneer & Canonica logos.

Escala 1/43.

Bburago.

Made in Italy.

Años 1990-1995.

More info: www.bburago.info/index.php?id=ctlall&hover=&showM...

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

Fiat Tipo

From Wikipedia, the free encyclopedia

"The Fiat Tipo. (Tipo-punto, literally: Type-dot) (Type 160) is a compact car, designed by the I.DE.A Institute design house, and produced by the Italian manufacturer Fiat between 1988 and 1995.

The Tipo was initially available only as a five door hatchback. The car was made entirely out of galvanized body panels to avoid rust, and was built on a completely new Fiat platform, which was later used on Fiat, Alfa-Romeo, and Lancia models.

It also stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear-wheel-drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years before the Tipo.

For 1989, the Tipo won the European Car of the Year award and 1989 Semperit Irish Car of the Year in Ireland.

The car has been extremely popular in Brazil. It outsold the Volkswagen Gol, which had been the best-selling Brazilian car for over 20 years. Only the Tipo, the Fiat Uno Mille, and Fiat Palio have also ever outsold the Gol."

(...)

"Unveiled in January 1988, the Tipo went on sale in Europe during June 1988, and on the right-hand drive UK market from 16 July 1988, initially base (i.e.), DGT, (...) S, SX and 16v trim levels were available.

"Tipo" is Spanish for "kind", and Italian for "type".

Power from 58 to 148 PS (43 to 109 kW; 57 to 146 bhp) came from 1.1, 1.4, 1.6, 1.7, 1.8, 1.8 16v, 2.0, and 2.0 16v petrol engines, as well as a 1.7 diesel, 1.9 diesel, and 1.9 turbodiesel.

The 1.1 base engine was widely regarded as underpowered for the car, which was otherwise roomy for five adults and with above average equipment. This version was never sold in the United Kingdom."

(...)

"The Tipo was facelifted in 1993 and a three door version was added, as well as minor exterior changes (the two evolutions of the car can be differentiated by their slightly different radiator grilles and headlamps) and improved specifications; safety features like stiffer bodyshells, driver's airbag, and side impact bars were added to the range.

This included the new S, SX, and SLX trim levels, as well as a new eight valve 2.0 GT model.

The Tipo ceased production in the summer of 1995, and was replaced by the three door Fiat Bravo and five-door Fiat Brava."

(...)

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

Fiat Tipo

Manufacturer

Fiat

Production

1988–1995

Assembly

Cassino – Piedimonte S. Germano (Frosinone), Italy

Pomigliano d'Arco, Italy (1989-1990)

Betim, Brazil

Bursa, Turkey (Tofaş)

Designer

Ercole Spada (I.DE.A Institute)

Class

Small family car (C)

Body style

3/5-door hatchback

Layout

front-engine, front-wheel-drive

Platform

Type Two platform (Tipo Due)

Related

Fiat Tempra

Fiat Coupé

Alfa Romeo 145 and 146

Alfa Romeo 155

Lancia Dedra

Lancia Delta

Zastava Florida

Engine

1.1 L I4

1.4 L I4

1.6 L I4

1.7 L I4

1.8 L I4

2.0 L I4

1.7 L diesel I4

1.9 L diesel I4

1.9 L TD I4

Transmission

5-speed manual

CVT (Selecta)

4-speed automatic

Dimensions

Wheelbase

2,540 mm (100.0 in)

Length

3,958 mm (155.8 in)

Width

1,700 mm (66.9 in)

Height

1,445 mm (56.9 in)

Curb weight

1,020–1,230 kg (2,250–2,710 lb)

Chronology

Predecessor

Fiat Ritmo

Successor

Fiat Bravo/Brava

Source: en.wikipedia.org/wiki/Fiat_Tipo

Fleet / Reg: GMT 6335 (AEN 335 C)

Chassis: Daimler Fleetline CRG6LX

Body: East Lancs lowheight

Model: Alkit hand built model

Notes: Ex Bury Transport prototype. Hand made bodyshell from light metal with resin parts.

Citroen 2CV6 Special Barbour 4x4 l (1981-88) Engine 602cc HO2 OHV Production 3,872,600 (all 2CV)

Registration Number A 489 WGF

CITROEN SET

www.flickr.com/photos/45676495@N05/sets/72157623776731490...

This 2CV is fitted with a Louis Barbour 4x4 wheel drive system. Engineered by Louis Barbour, Yeovil, Somerset the conversion kits are hand built in the Barbour workshops, the kit includes increased ground clearance from the high strength custom built galvanised chassis The kits are presented as a rolling chassis designed especially for the four wheel drive system. They are fitted up with transfer box, rear diff, arms and petrol tank ready to accept the 2cv/Dyane bodyshell and engine of the customers choice Various optional extras, such as difflocks, 652cc engine conversion and low ratio gearboxes are available at extra cost.

Available as the complete kit, or as a complete vehicle.

Thanks for 16.6 Million views

Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-116

Regan's shot of a partially-completed Skyline C110 kit got me thinking about the various differences between those I have.

From L-R:

Fujimi 4dr saloon. The bodyshell looks far too square around the front end and it suffers from the bumpers being moulded-in.

Fujimi GT-R coupe. Separate, plated bumpers on this kit but the grille and rear panel are moulded-in. As noted in the photo of the box a couple of shots along, it can be built with an engine but there'd be a bit of work getting the bonnet to open (and the grille would make that even more difficult).

Doyusha GT-X coupe. Bodyshell not bad, but has the shallow interior so batteries can be fitted if it's motorized. It's a bit clumsy around the arches too, especially at the the back. The glass is tinted, so it wouldn't be easy to build an accurate model - perhaps best to consider it as something that could be modified?

Aoshima GT-R coupe. This is the Liberty Walk version which comes with lots of extras, but the bodyshell is the standard GT-R with moulded-in wheel arch flares. It would be much easier to add an engine to this kit as the bonnet just needs some tabs cutting to open it up, although the underbonnet detailing is modest. Has various grille and light options and the bumpers are separate but unfortunately not plated. Maybe the Fujimi ones could be used?

Aoshima GT-R Racing coupe. Much the same as the standard GT-R, but comes with separate wide arches. The standard arches have been opened-up so it can't be built as stock.

Aoshima 4dr saloon: Probably a GT-X, it came as a Police Car but I think the same shell is used for other versions. Unlike the Fujimi kits, the front end is identical to the coupe so there is plenty of scope to swap grilles and lights and the bonnet would be similarly easy to open up.

Anyway, enough pondering - I should just get on and build one or two of them!

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).

James Bond Lotus Esprit Car/Submarine was based on an SI Bodyshell and nicknamed "Wet Nellie".It was used in the 1977 film "The Spy Who Loved Me"