Bodyshell photos on Flickr

The second-generation Volkswagen Golf (also known as the Typ 19E until the 1991 model year, and Typ 1G thereafter) was launched in Europe at the Frankfurt Motor Show in September 1983, with sales beginning in its homeland and most other left-hand drive markets soon after. It debuted in March 1984 on the right-hand drive British market, and it was introduced as a 1985 model in the United States. It featured a larger bodyshell, and a wider range of engine options.

During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.

The successful Golf GTI (or, in the US, simply "GTI") was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a naturally aspirated Bosch K-Jetronic fuel injected 1,781 cc (1.8 L; 108.7 cu in) Inline-four engine developing 112 PS (82.4 kW; 110.5 hp). In 1986 (1987 for North America) a Golf GTI 16V was introduced; here the 1.8 litre engine output was 139 PS (137 hp; 102 kW) at 6,100 rpm (or 129 metric horsepower (95 kW) for the catalyst version) and 168 newton metres (124 lbf⋅ft) at 4,600 rpm of torque,[6] the model was marked by discreet red-and-black "16V" badges front and rear. US/Canadian GTIs were later equipped with 2.0, 16-valve engines, available in the Passat and Corrado outside North America. In 1990, like the Golf, the GTI was given a facelift, and the "Big Bumper" became standard on all GTIs.

Being October, which had always been the LUGNuts anniversary month, this Mk2 VW Golf GTi has been built to the 42nd challenge theme 'Autos aus Deutschland'.

Lancia Fulvia Sport Ser.II Zagato (1972) by Robert Knight

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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 Coupe 1.3 S Monte Carlo by Peter Blackert

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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.

VW-Porsche 914 - 1969 - 1d by Manfred Sommer

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The Porsche 914 or VW-Porsche 914 was a mid-engined, targa-topped two-seat roadster designed, manufactured and marketed collaboratively by Volkswagen and Porsche from 1969 to 1976.

HISTORY

DEVELOPMENT

By the late 1960s, both Volkswagen and Porsche were in need of new models; Porsche was looking for a replacement for their entry-level 912, and Volkswagen wanted a new range-topping sports coupe to replace the Karmann Ghia. At the time, the majority of Volkswagen's developmental work was handled by Porsche, part of a setup that dated back to Porsche's founding; Volkswagen needed to contract out one last project to Porsche to fulfill the contract, and decided to make this that project. Ferdinand Piëch, who was in charge of research and development at Porsche, was put in charge of the 914 project.

Originally intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America.

On March 1, 1968, the first 914 prototype was presented. However, development became complicated after the death of Volkswagen's chairman, Heinz Nordhoff, on April 12, 1968. His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart.

In Lotz's opinion, Volkswagen had all rights to the model, and no incentive to share it with Porsche if they would not share in tooling expenses. With this decision, the price and marketing concept for the 914 had failed before series production had begun. As a result, the price of the chassis went up considerably, and the 914/6 ended up costing only a bit less than the 911T, Porsche's next lowest price car. The 914/6 sold quite poorly while the much less expensive 914/4 became Porsche's top seller during its model run, outselling the Porsche 911 by a wide margin with over 118,000 units sold worldwide.

DESIGN EVOLUTION

Volkswagen versions originally featured an 80 PS (59 kW; 79 bhp) fuel-injected 1.7 L flat-4 engine based on the Volkswagen air-cooled engine. Porsche's 914/6 variant featured a carbureted 110 PS (81 kW; 108 bhp) 2.0 L flat-6 engine from the 1969 911T, placed amidships in front of a version of the 1969 911's "901" gearbox configured for a mid-engine car. Karmann manufactured the rolling chassis at their plant, completing Volkswagen production in-house or delivering versions to Porsche for their final assembly.

914/6 models used lower gear ratios and high brake gearing in order to try to overcome the greater weight of the 6 cylinder engine along with higher power output. Suspension, brakes, and handling were otherwise the same. A Volkswagen-Porsche joint venture, Volkswagen of America, handled export to the U.S., where both versions were badged and sold as Porsches, except in California, where they were sold in Volkswagen dealerships. The four-cylinder cars were sold as Volkswagen-Porsches at European Volkswagen dealerships.

Slow sales and rising costs prompted Porsche to discontinue the 914/6 variant in 1972 after producing 3,351 of them; its place in the lineup was filled by a variant powered by a new 100 PS (74 kW; 99 bhp) 2.0 L, fuel-injected version of Volkswagen's Type 4 engine in 1973. For 1974, the 1.7 L engine was replaced by a 85 PS (63 kW; 84 bhp) 1.8 L, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. 914 production ended in 1976. The 2.0 L flat-4 engine continued to be used in the 912E, introduced that year as an entry-level model until the front-engined I-4 cylinder 924 could be introduced the following model year.

The 914 was Motor Trend's Import Car of the Year for 1970.

MOTORSPORT

A 914/6 GT driven by Frenchmen Claude Ballot-Lena and Guy Chasseuil won the GTS class and finished sixth overall at the 1970 24 Hours of Le Mans.

Brian Redman used a 914/6 to scout the course in practice runs for the 1970 Targa Florio.

PROTOTYPES

Two prototype 914s, dubbed 914/8, were built during 1969. The orange 914/8 was the first constructed, at the instigation of Ferdinand Piëch (then head of the racing department), to prove the concept. Powered by the full-blown, 350 hp (261 kW) 908 racing engine, it was based on a surplus 914 handbuilt development prototype bodyshell (chassis No. 914111), hence the many differences from the standard vehicle (e.g., the quad headlights). The second, silver, road-registered car, powered by a carburetted and detuned 908 race engine making 300 hp (224 kW) was then prepared as a gift to Ferry Porsche on his 60th birthday. Also based on a spare prototype shell (chassis No. 914006), it was much closer to the standard car in detail. By all accounts Ferry didn't like the car very much and it is now in the Porsche Museum. Neither car saw a racetrack except for the purposes of testing. The 914/8 was not considered for production as a regular model. Another factory prototype, a 914/6 (chassis no. 914114) surfaced in the US in 2001. Together with a surviving prototype Sportomatic 914/6 (chassis No. 914120), reputedly in Southern Germany, they are a special part of Porsche history.

PORSCHE 916

Planned for the 1972 model year, the Porsche 916 program was cancelled after eleven prototypes with aerodynamic front and rear bumpers and either the 2.4 engine from the 911S, or the 2.7 from the Carrera. They were also to have a fixed steel roof, wider wheels, double grilled engine lid, and flared fenders as styled from the 914-6 GT cars. Ventilated disc brakes were fitted to all four wheels, and also a "mid-engined" version of the then-new 915 transmission, giving a conventional shift pattern with one to four in an H and fifth out on a limb. One 916 was built to US specs and on delivery to the US was fitted with air conditioning by the dealer (Brumos) and has been housed at the Automobile Atlanta 914 museum since 1990 along with eleven other rare 914 and 914-6 models

MODEL YEAR CHANGES

Over the seven model years, Porsche made a number of changes to the 914. Some of these changes were cosmetic and others were in response to changing crash protection standards. From 1970 to 1974, the 914 was offered with chrome or painted bumpers. In early 1970, rear bumpers were produced with a straight crease on either side of the license plate indent. Between 1970 and 1972, both front and rear bumpers were smooth without bumper guards. In 1973, bumper guards were added to the front of the car. In 1974, guards were also added to the rear bumper. In 1975 and 1976, the chrome or painted bumpers were replaced with heavy, rubber-covered units which actually made the cars more stable at high speeds.

The headlight surrounds were white from the first 914s to mid-production of 73 and subsequently black. Cars produced up to early 1972 had a fixed passenger seat and a removable passenger footrest. Later cars featured a movable passenger seat. Other interior differences included changing vinyl designs, gauge appearance, and air vent configurations in the dash.

The most significant performance upgrade during the vehicle's lifespan was the introduction of anti roll bars, significantly improving the handling, and a change from the "tail shifter" to the "side shifter" gearbox for 1973 - improving the otherwise vague long linkage.

LIMITED EDITIONS

In 1974, Porsche produced a series of Limited Edition cars for the North American market to commemorate Porsche's victories in the Can Am racing series, and were equipped with individual color schemes and came standard with otherwise optional equipment. The factory is said to have produced about 1,000 of these vehicles, about 50% Bumblebee and 50% Creamsicle. Variants of this series were manufactured and distributed in very limited numbers to European markets and Japan.

The Creamsicle: With a cream color exterior (paint code U2V9), these cars sported Phoenix red trim, including color matched lower valences, bumpers and Mahle wheels. This light ivory color scheme concept carried over from the 1973 911 Carrera RS series.

The Bumblebee: Featuring a black exterior (paint code L041), these cars sported Sunflower yellow trim (paint code L13K). Black body paint color was always an additional cost special option on standard 914 Porsche cars, but was included as a standard component on the black 914 LE cars. All but one photo of the 914 Porsche Can Am prototype cars are Bumblebee cars. The black-based 914 LE color scheme is specific to the 914 LE cars and has no precedent with the Can Am race cars or the 1973 911 Carrera RS series cars. The majority of 914 Limited Editions seem to be Bumblebees.

All 914 LE cars featured a specially designed front spoiler and negative side stripes. Additionally, all Limited Editions were equipped with front and rear anti sway bars, dual horns, leather covered steering wheel, driving lights, black painted rear roll bar trim, Targa bar vinyl delete, and a center console with an oil temperature gauge, clock, and voltmeter.

F1 SAFETY CAR

The Porsche 914 is renowned for having been Formula One's first Safety Car following its deployment at the 1973 Canadian Grand Prix to help manage the race, which had seen various incidents due to treacherous weather conditions.

WIKIPEDIA

Reliant car by Arun Yenumula

1 2

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.

277 (Volkswagen) GP2 Beach Buggy (1974) by Robert Knight

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(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

SAV 318M by Nivek.Old.Gold

3

1974 Triumph 2500 Mk.2 Injection (2.5PI).

This was entered in the Bonhams July 2010 sale at Silverstone. From the catalogue -

"This particular Triumph 2.5PI was an exported in 1974 to New Zealand, remaining there until brought back to this country in 2002 by the vendor, who had transformed the car into a circuit racer in his own workshops. Raced regularly in New Zealand from February 1995 until 2002, it has also been on track in the UK at Snetterton (2003), Oulton Park (2009) and Silverstone (2010).

This car was accepted in New Zealand as complying with Schedule K or T&C Classification for Historic and Classic Competition (obtained in September 2000). The MANZ Log book was issued in 1994 and the roll cage homologation in 1997. All of this documentation, together with years of racing history, comes with the car.

The Triumph was re-shelled in a New Zealand using a lightweight bodyshell, which is totally rust free. Perspex windows are fitted all round together with a laminated front windscreen, while some internal steel panels have been removed (not visible unless the trim is off) and some door internals taken out (only the driver's window winds down). The result is a car weighing some 120kgs (264lbs) less than stock.

The engine has been modified and is producing over 170bhp, with 171ft/lb of torque. (A full list of these modifications is available for inspection). We are advised that it was refreshed 2,000 miles ago (in 2005) and is in superb order. Reconditioned in 2000 (about 3,000 miles ago), the manual/overdrive gearbox is standard, with overdrive operating on all forward gears, while the Triumph differential has the lower 3.7:1 final drive ratio.

The suspension too has been modified, giving full camber and castor adjustment together with increased wheelbase and track; all achieved using original factory parts. All the steering joints, ball joints, tie-rod ends and brakes were replaced 6,000 miles ago, and Nolaphane bushes fitted throughout. The standard 14-gallon fuel tank is fully baffled and fitted with an anti-swirl tank, enabling the car to race with the minimum of fuel, as opposed to the ¾-full requirement.

The interior has been kept complete (as per regulations) but boasts a redesigned dashboard layout to facilitate reading the instruments through the standard steering wheel. A Honda Civic heater has been fitted and the battery moved to the boot. The car has an homologated full roll cage (with papers), Cobra race seat and 5-point LMS race harness, which is now out of date. (A road legal harness comes with it). The lightweight MSA 6½"x14" wheels are shod with 185x60 A48 track tyres.

This Triumph has raced extensively in New Zealand, managing some 3rd and 4th places competing against more-modern Touring cars, and comes with a quantity of video action footage and numerous photographs. Currently licensed and MoT'd, the car is offered with sundry invoices and Swansea V5".

It was pictured in the catalogue with the registration HC 8877. Registered in March 2003.

205 Lancia Fulvia Zagato Sport Competizione Series II 1600 (Zagato) (1972) by Robert Knight

4

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

FORD SIERRA XR4i MB55 - MATCHBOX by RMJ68

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MB55. / MB120. (M.I.)

Ford Sierra XR4i (1983-1985).

White & black, #1, GEMINI, N. COOPER dark blue, British Open Rally Championship, Tudor Webasto Manx Rally,, Shell Oils decals.

Escala 1/58.

Machbox Superfast.

Matchbox Toys Ltd.

Made in Thailand.

Produced from 1983 to 1993.

This variation was issued in 1992-1993.

Sources:

matchbox.wikia.com/wiki/Ford_Sierra_XR4i

www.bamca.org/cgi-bin/vars.cgi?mod=MB120&var=45a

More info:

www.bamca.org/cgi-bin/single.cgi?id=MB120

www.bamca.org/cgi-bin/vars.cgi?mod=MB120

www.cfalkensteiner.com/Matchbox/Catalog/MI/MI001-200/MI12...

www.toymart.com/Matchbox-55h-Ford-Sierra-XR4i/11834

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XR4i [ Ford Sierra ]

"In 1983, the high-performance XR4i version was introduced.

It utilised the same 2.8 L Cologne engine as used in the Ford Capri 2.8 Injection of that era and sported a restyled version of the 3-door Sierra bodyshell.

The double rear spoiler and curious multi-pillared rear windows were considered over-styled by some prospective buyers, and the car never achieved the cult status of the smaller Fiesta XR2 and Escort XR3i.

A version of the XR4i with a 2.3 L turbocharged engine was sold in the United States as the Merkur XR4Ti. The XR4Ti was raced in Europe, most notably by Andy Rouse who used one to win the 1985 BTCC."

(...)

"In 1985 the XR4i was replaced by the XR4x4, which was based on the five-door hatchback, had four-wheel drive and was powered by the same 2.8 L V6 engine but wasn't equipped with the bi-plane rear spoiler.

Only a very limited number of three-door XR4x4's have been built. "

(...)

Source: en.wikipedia.org/wiki/Ford_Sierra

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Ford Sierra

From Wikipedia, the free encyclopedia

"The Ford Sierra is a mid-size car or large family car that was built by Ford Europe from 1982 to 1993.

It was designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément. The code used during development was "Project Toni"

It was named for the Spanish word for mountain range.

The Ford Sierra was first unveiled on 22 September 1982 at the British International Motor Show hosted at the NEC in Birmingham. with sales beginning on 15 October 1982, replacing the Ford Cortina. Its aerodynamic styling was ahead of its time and as such, many conservative buyers (including company car drivers) did not take fondly to the Ford Cortina's replacement.

It was mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Ireland, Argentina, Venezuela, South Africa and New Zealand."

(...)

"The Sierra was the 1983 Semperit Irish Car of the Year in Ireland, although it missed out on the European Car of the Year award to the Audi 100."

Versions:

- Ford Sierra (Mk I): Built from 1982 until 1986.

- Ford Sierra (Mk II): Built from 1987 until 1991.

- Ford Sierra (Mk II facelifted): Built from 1991 until 1993.

Source: en.wikipedia.org/wiki/Ford_Sierra

More info:

www.aronline.co.uk/blogs/cars/ford/sierra-ford/the-cars-f...

www.ford-sierra.info/history/

noticias.coches.com/noticias-motor/ford-sierra-un-modelo-...

www.fordsierranet.com.ar/Historia.htm

Top 1000 '10 (145-216) by Alex Cleland

1. Kawasaki ZX 10-R - Sheridan Morias, 2. A1GP - Brands Hatch 2nd May '09, 3. Peugeot 205 T16, 4. Mustang GT350 R, 5. Mk1 Ford Escort RS2000, 6. flickr.com/photos/10184672@N06/3206903994/, 7. Ford Capri - Classic Ford Show - Santa Pod 1st June '08, 8. Ferrari 250 California SWB,

9. Porsche 996 - Brands Hatch 3rd May '08, 10. Hillman Imp - North Weald Sprint '87, 11. Driving Rain, 12. Absolut Mosaic, 13. Phil Oram's Riley Elf "Little Red Booster", 14. KAD 16V Mini, 15. MINI Cooper S, 16. 911 Carrera RS,

17. Ferrari 250 GTB Berlinetta Competizione SWB, 18. Mustang GT350, 19. Mini Miglia, 20. Peoueot 205 T16 - Race Retro Show '07 Stoneleigh Park 24th March '07, 21. Brands Hatch 23rd Sept '07, 22. Mini Bodyshells, 23. Ferrari 512S, 24. Race Retro 14th March '09,

25. Ex-Works Quattros, 26. Ferrari 250 California SWB, 27. Tilt-shift Fake - River Stour, Sandwich, Kent, England., 28. Ferrari F1 Rear Lower Wishbone, 29. Westfalia VW Camper, 30. Mercury Comet Cyclone, 31. Ferrari "Breadvan", 32. A1GP - Brands Hatch 2nd May '09,

33. Classics on the Common '08, 34. Peugeot 205 T16, 35. 1 & 2, 36. Blackpool Rocket - TVR Sagaris GT3, 37. Ferrari 275 GTB, 38. Audi R8, 39. Goodwood Revival '09, 40. Feisty,

41. 1963 VW Beetle, 42. Ferrari 250 GTO, 43. Goodwood 28th Feb '09, 44. Masters Racing Series - Brands Hatch 26th May '08, 45. Ferrari 312 B2 - Brands Hatch 26th May '08, 46. Colin McRae's Subaru Impreza, 47. Dialynx Audi Sport Quattro., 48. World Sportscar Masters,

49. Swiftune Mk1 Cooper S, 50. Pimped Chevy Astro Van, 51. Ford Escort Mk1 - Race Retro '08, 52. Group C - 1000kms @ Brands Hatch '87, 53. Audi R8, 54. Bluebells, 55. The David Leslie Memorial Trophy, 56. BMW M3 E46 GTR,

57. HGTCC - Brands Hatch 3rd May '08, 58. Sunbeam Tiger, 59. Skoda V8 Spaceframe at North Weald sprint - Late 80s, 60. Britcar - Brands Hatch 3rd May '07, 61. Skoda V8 Spaceframe - Prescott Hillclimb - '88, 62. Masters Racing Series '07 Brands Hatch 25th May '07, 63. MINI Cooper S R53, 64. Light Test (3/5),

65. Dinky Racers, 66. Nick Swift - Mini Cooper S Mk1, 67. Loton Park Speed Hillclimb '87, 68. Ferrari 250TR and 250GT SWB, 69. Richard Burns' Subaru - Prodrive Open Day '07, 70. Hertz Ford Mustang, 71. Christmas Light Bokeh, 72. flickr.com/photos/10184672@N06/3087274702/

Created with fd's Flickr Toys

483 Singer Bantam Deluxe (1936) by Robert Knight

3

Singer Bantam (1936-38) *Engine 1074cc S4 OC

Registration Number JAS 182 (Nairnshire)

SINGER SET

www.flickr.com/photos/45676495@N05/sets/72157623722487129...

Derived from the Singer Nine, with styling a close copy of the Ford Model Y, the Bantam was introduced in 1936, with two models and two trim levels: 2- and 4-door, either Popular or De-Luxe. All four shared the same basic bodyshell but, whereas the De-Luxe models had a sliding sunroof, the Popular version had a fixed panel in the roof, the Deluxe also came with leather seats, chrome bumpers, and a rear luggage rack.

The Bantam re-used many existing components utilising the Le Mans' underslung chassis and 972 cc overhead cam engine, with reduced compressionand a single Solex carburettor. Early models were equipped with wire wheels, while the optional easyclene wheels became standard from 1937. A chromed mascot portraying a flying Bantam chicken was mounted on the radiator surround until this was outlawed by new legislation in 1937.

*This car appears to be powered by the later series Bantam (1939-40) 1074cc engine

Many thanks for a fantabulous

48,648,296 views

Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-483

Lamborghini Urus by In Memoriam: ikeya 14•2•1

3

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

77/365 Trial Separation by CY2010

5

Speester bodyshell removed from chassis

2000 Rolls Royce Corniche by Ruairidh MacVeigh

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...

84 Fiat 131 (Ser. 1) Abarth Rally (1977) by Robert Knight

3 9

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

733 Elva Badge by Robert Knight

1 2

Elva Cars

ELVA SET

www.flickr.com/photos/45676495@N05/sets/72157625425083592...

AUTOMOTIVE BADGES

www.flickr.com/photos/45676495@N05/sets/72157631048301272...

Elva was a sports and racing car manufacturing company based in Bexhill, then Hastings and Rye, East Sussex, United Kingdom. The company was founded in 1955 by Frank G. Nichols. The name comes from the French phrase elle va ("she goes").

Frank Nichols's intention was to build a low-cost sports/racing car, and a series of models were produced between 1954 and 1959.with around 25 built.

The 1956 Elva MK II works prototype, registered KDY 68, was fitted with a Falcon all-enveloping fibreglass bodyshell. Raced in 1958 by Archie Scott Brown and Stuart Lewis-Evans. The Elva Mk II appeared in 1957: "Main differences from the Mark I are in the use of a De Dion rear axle as on the prototype, but with new location, inboard rear brakes, lengthened wheelbase, and lighter chassis frame. The car was offered as standard with 1,100 c.c. Coventry-Climax engine. This went through various changes up to the Mark IV of 1958.

With the Mark IV: "The major change is an all-new independent rear suspension utilizing low-pivot swing axles. The body is entirely new with close attention to aerodynamics and a reduced frontal area, and finished first in class at the Sebring 12 Hours sports car race in 1959

Elva produced a single-seater car for Formula Junior events, the FJ 100, initially supplied with a front-mounted B.M.C. 'A' series engine in a tubular steel chassis.

Elva produced a rear-engined FJ car, with B.M.C. engine, at the end of the 1960 season.

After financial problems caused by the failure of the US distributor, Frank Nichols started a new company in Rye, Sussex in 1961 to continue building racing cars. The Elva Mk VI rear-engined sports car, with 1,100 c.c. Coventry Climax power, designed by Keith Marsden the car made its competition debut Boxing Day 1961 finishing second behind Graham Hill's 3 litre ferrari.

The main road car, introduced in 1958, was called the Courier and went through a series of developments throughout the existence of the company. Initially all the cars were exported, home market sales not starting until 1960.

Shot at the VSCC Spring Start, Silverstone 20-21 April 2013 REF:90C-733

Lancia Fulvia Coupe 1.3 S Monte Carlo by Peter Blackert

4

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.

"CHEVROLET" FIRE CHIEF - CORGI TOYS by RMJ68

#482.

Chevrolet Impala "Fire Chief" (1959-1960).

Plated radiator and trim, Two figures, Seats, Steering wheels and Spring suspension.

Escala 1/50. (?)

Corgi Toys / Playcraft Toys Limited. London.

Made in Gt. Britain.

Production from 1965 to 1969.

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

FIRE CHIEF'S CAR - 482 [ CORGI ]

[...]

"The original '59 Chevy model was a finely made and very good model, this re-making of it kept much of the good workmanship of the original and added flashy chrome detailing."

(...)

"The second version of the Fire Chief car was released in 1965 and remained in the range until 1969.

It is always red over white with a white 'FIRE CHIEF' decal on the bonnet. There are paper stickers on the doors which can be round or square."

(...)

Source: www.chezbois.com/corgi/1965/Model_482.htm

More info:

www.vintagebritishdiecasts.co.uk/corgi/c482x.htm

www.qualitydiecasttoys.com/products/25855-CORGI-482

www.nigelg.info/diecast/detail.php?ID=2310

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

Chevrolet Impala

From Wikipedia, the free encyclopedia

"The Chevrolet Impala (/ɪmˈpælə, -ˈpɑːlə/) is a full-size car built by Chevrolet for model years 1958 to 1985, 1994 to 1996, and 2000 until 2020.

The Impala was Chevrolet's popular flagship passenger car and was amongst the better selling American made automobiles in the United States.

For its debut in 1958, the Impala was distinguished from other models by its symmetrical triple taillights.

The Chevrolet Caprice was introduced as a top-line Impala Sport Sedan for model year 1965, later becoming a separate series positioned above the Impala in 1966, which, in turn, remained above the Chevrolet Bel Air and the Chevrolet Biscayne. The Impala continued as Chevrolet's most popular full-size model through the mid-1980s.

Between 1994 and 1996, the Impala was revised as a 5.7-liter V8–powered version of the Chevrolet Caprice Classic sedan.

In 2000, the Impala was reintroduced again as a mainstream front-wheel drive car. As of February 2014, the 2014 Impala ranked #1 among Affordable Large Cars in U.S. News & World Report's rankings. When the tenth generation of the Impala was introduced for the 2014 model year, the ninth generation was rebadged as the Impala Limited and sold only to fleet customers through 2016. During that time both versions were sold in the United States and Canada. The current-generation Impala is also sold in the Middle East, China, and South Korea."

(...)

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

- Second generation (1959–1960)

"The 1959 Chevrolet Impala was redesigned. Sharing bodyshells with lower-end Buicks and Oldsmobiles as well as with Pontiac, part of a GM economy move, the Chevrolet's wheelbase was 1-1/2 inches longer. Using a new X-frame chassis, the roof line was three inches lower, bodies were two inches wider, and curb weight increased. Its tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide nonfunctional front air intake scoops were added just above the grille,

The Impala became a separate series, adding a four-door hardtop and four-door sedan, to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW). Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was "Speedminder", for the driver to set a needle at a specific speed and a buzzer would sound if the pre-set was exceeded.

The 1960 Impala models reinstated three round taillights on each side, and a white band running along the rear fenders.

The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The carbureted Turbo-Fire 283 cu in V8 could have either 170 or 230 hp (130 or 170 kW). The 348 cu in was available in 250 to 320 hp (190 to 240 kW) with a 350 hp (260 kW) Special Super Turbo-Thrust with triple two-barrel carburetors, 11.25:1 compression ratio, and dual exhausts. Fuel injection was no longer an option on full-size Chevrolets. New to the options list was speed and cruise control.

Production was 490,000 units.

Right-hand drive cars were made in Oshawa, Ontario, Canada, for New Zealand, Australia, and South Africa and assembled locally from CKD or SKD kits. The right-hand drive dashboard was a mirror image of the 1959 Chevrolet panel and shared with equivalent right-hand drive Pontiac models. Australian models were assembled by hand on the GMH Holden assembly lines."

Production

1958–1960

Model years

1959–1960

Assembly

Baltimore, Maryland, (Baltimore Assembly)

St. Louis, Missouri, (St. Louis Assembly)

South Gate, California, (South Gate Assembly)

Body style

2-door convertible

2 door hardtop

4-door hardtop

4-door sedan

Layout

FR layout

Platform

GM B platform

1959–1960 Chevrolet Bel Air

1959–1960 Chevrolet Brookwood

1959–1960 Chevrolet Parkwood

1959–1960 Chevrolet Kingswood

1959–1960 Chevrolet Nomad

1959–1960 Chevrolet El Camino

1959–1960 Pontiac Catalina

Engine

235 cu in (3.9 L) Blue Flame I6

283 cu in (4.6 L) Turbo Fire V8

348 cu in (5.7 L) W-series Turbo Thrust V8

Transmission

3-speed (close-ratio) manual

3-speed overdrive manual

4-speed manual

Turboglide auto.

2-speed Powerglide auto.

Source: en.wikipedia.org/wiki/Chevrolet_Impala

FIAT TIPO - Bburago by RMJ68

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)

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

Porsche 918 Spyder 2010 by Charger LeMans

1

Porsche 918 Spyder Concept

The Porsche 918 Spyder concept combines high-tech racing features with electric-mobility to offer a fascinating range of qualities. For example, it is planned to provide an emission level of just 70 grams of CO2 per kilometer on fuel consumption of only three liters/100 kilometers (equal to approximately 78 mpg U.S.), which is truly outstanding, even for an ultra-compact city car. This car, however, is intended to offer the performance of a super sports car with acceleration from a standstill to 100 km/h in just under 3.2 seconds, top speed of 320 km/h (198 mph), and a lap time on the Nordschleife of Nurburgring in less than 7:30 minutes, faster than even the Porsche Carrera GT.

The Porsche 918 Spyder is one of three Porsche models with hybrid drive making their world debut at the 2010 Geneva Motor Show. This trio - made up of Porsche's new Cayenne S Hybrid SUV with parallel full-hybrid drive, the 911 GT3 R Hybrid race car with electric drive on the front axle and a flywheel mass battery, and the two-seater high-performance Porsche 918 Spyder mid-engined sports car with plug-in hybrid technology - clearly demonstrates not only the great bandwidth of this new drive technology, but also the innovative power of Porsche as a genuine pioneer in hybrid drive.

The highly-innovative Porsche 918 Spyder concept car combines Porsche's Intelligent Performance philosophy with the high-technology from motorsport, with classic but modern design to make a truly convincing statement.

Innovative powertrain combines race-bred V8 engine with electric drive

This open two-seater is powered by a high-revving V8 developing more than 500 horsepower and a maximum engine speed of 9,200 rpm - as well as electric motors on the front and rear axle with overall mechanical output of 218 horsepower (160 kW).

The V8 combustion engine is the next step in the evolution of the highly successful 3.4-liter power unit already featured in the RS Spyder racing car and positioned mid-ship, in front of the rear axle, giving the car excellent balance and the right set-up for supreme performance on the race track.

Power is transmitted to the wheels by a seven-speed Porsche-Doppelkupplungsgetriebe (PDK) transmission that feeds the power of the electric drive system to the rear axle. The front-wheel electric drive powers the wheels through a fixed transmission ratio.

The energy reservoir is a fluid-cooled lithium-ion battery positioned behind the passenger cell. The big advantage of a plug-in hybrid is that the battery can be charged on the regular electrical network. A further point is that the car's kinetic energy is converted into electrical energy fed into the battery when applying the brakes, thus providing additional energy for fast and dynamic acceleration.

Driver's choice of four distinct driving modes

A button on the steering wheel allows the driver to choose among four different running modes: The E-Drive mode is for running the car under electric power alone, with a range of up to 25 km or 16 miles. In the Hybrid mode, the Porsche 918 Spyder uses both the electric motors and the combustion engine as a function of driving conditions and requirements, offering a range from particularly fuel-efficient all the way to extra-powerful.

The Sport Hybrid mode uses both drive systems, but with the focus on performance. Most of the drive power goes to the rear wheels, with Torque Vectoring serving to additionally improve the car's driving dynamics.

In the Race Hybrid mode the drive systems are focused on pure performance with the highest standard of driving dynamics on the track, running at the limit to their power and dynamic output. With the battery sufficiently charged, a push-to-pass button feeds in additional electrical power (E-Boost), when overtaking or for even better performance.

With the hybrid drive system offering this wide range of individual modes and applications, the Porsche 918 Spyder is able either to achieve lap times comparable to those of a thoroughbred racing car, or the extremely low emissions and high fuel economy figures of a plug-in hybrid.

Advanced body structure and design offer more than just good looks

Like the drivetrain, the lightweight body structure of the Porsche 918 Spyder also bears out the car's DNA carried over directly from motorsport: The modular structure with its monocoque bodyshell made of carbon-fiber-reinforced plastic (CFP) and liberal use of magnesium and aluminum not only reduce weight to below 1,490 kg, or 3,285 lb, but also ensure supreme driving precision thanks to a high level of torsional stiffness.

Reminiscent of highly successful, legendary racing cars such as the Porsche 917 and the current Porsche RS Spyder, the 918 Spyder, with its design concept so typical of Porsche arouses powerful emotions. The combination of racing car dimensions, clearly structured design with perfectly balanced surfaces, and innovative details throughout, creates an ideal synthesis of form and function - following Porsche's design DNA.

The smooth balance of tradition and progress gives the car a powerful stance on the road. Variable aerodynamics, typical of Porsche, ensures both visionary and traditional highlights especially around the rear spoiler. The striking rear hoods extending out of the headrests, in turn, not only fulfill an aerodynamic function on the Porsche 918 Spyder, but also accommodate retractable air intakes with a ram air function.

High-tech interior provides glimpse into the future

The driver and passenger are not only embedded in contoured sports bucket seats but also form part of the cockpit, which provides a synthesis of efficient functionality and ergonomic high-tech operation. Additionally, the cockpit offers a glimpse at the potential interior architecture of future Porsche super sports cars. The three free-standing circular dials for road speed (left), engine speed (middle) and energy management (right) would appear to come directly from a racing car in the '60s, bearing out that unique philosophy of driver orientation so characteristic of Porsche.

The center console rises up towards the front in the Porsche 918 Spyder and houses a touch screen for intuitive control of the car's functions, serving to reduce the number of visible controls and maintain the principle of direct operation.

The control units relevant to the driver are mainly concentrated on the three-spoke multifunction sports steering wheel, while the variable driving modes are supplemented by a switch enabling the driver to call up various drive programs and serving as the push-to-pass button for E-boosting. Instrument illumination, finally, varies from green for the consumption-oriented running modes to red for the performance-oriented driving programs.

The Porsche 918 Spyder concept also comes with further innovative functions such as the Range Manager. After being activated in the Center Display, the Range Manager uses the map in the navigation system to present the remaining range the car is able to cover, naturally allowing the driver to influence that range through the appropriate choice of power and performance.

In cities with environmental alert areas the Range Manager also states whether the driver is able to reach a certain destination on electric power alone.

Applying this information and using further info on the availability and location of special energy filling stations, the driver is then able to choose his personal style of driving as well as the right battery charge and filling strategy.

Offering a unique combination of extremely low fuel consumption, supreme performance and long electric range, the Porsche 918 Spyder concept represents an essential milestone in Porsche's strategy on the way to genuine electric-mobility.

92039 Dollands Moor to Wembley 6B20 Danone bottled mineral water (Evian, Badoit, Volvic) from France by Train Photos

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DB Schenkers class 92 number 92039 named "Johann Strauss" hauling 42 cargowaggons from Dollands Moor sidings to Wembley European Freight Operationss Centre in the mist on 28 February 2014 just as it did on 21 January 2014 (www.flickr.com/photos/99279135@N05/12066664886/in/photoli...).

92039 was assembled by the BRUSH Traction Company Loughborough in 1995, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.

92039 was photographed by Nicolas B being dragged through Staple, France on 15 November 2015 by ECR 77 number 019 and by Chris Westerduin at Kijfhoek classification rail freight yard between Rotterdam and Dordrecht in the western Netherlands on 17 November 2015.

TransPennine Express Class 802 on test at Edinburgh Waverley by Roy Calderwood

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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.

Bred To Race ad by Marc Langsam

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Dynacorn Show Car l 1967 Camaro ad.