View allAll Photos Tagged Bodyshell
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."
(...)
-------------
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
Network Rail test 950001 unit built on the bodyshell of a class 150 stabled at Old Oak Common HSTD on August 11th 2010. This view shows quite clearly that even though everything painted in Network Rail bright yellow garb can be seen a mile away it still has to have the 'pale' yellow warning ends!
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.
92003 "Beethoven" in British Rail two-tone grey with EWS Red & Yellow logo and three 'O' shaped channel tunnel logo hauls 31 Cargowaggon bogie vans from Dollands Moor Sidings to Wembley European Freight Operating Centre on 19 February 2014. 92003 is famed for being the last British Rail train to ever run, just as this one traveling from Dollands Moor to Wembley at 23:15 on 21 November 1997. 92003 was last photographed here by me on 9 December 2013 double-heading a similar train (www.flickr.com/photos/99279135@N05/11287032613/in/photoli...).
92003 was assembled by the BRUSH Traction Company Loughborough, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.
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
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.
©1983.
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...
noticias.coches.com/noticias-motor/ford-sierra-un-modelo-...
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."
(...)
-------------
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
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...
Jensen Interceptor Series III (1972-76) Engine 7212cc (440 cu in) V8 OHV Production 3419
Chassis No.: 1887
Engine No.: 5C00412
Registration Number ZV 8012
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The first of the Chrysler powered Jensen Interceptors was launched in 1966, powered by a Chrysler 383cu ins (6276cc engine) mated to a Torqueflite 3 speed automatic gearbox. Designed by Touring of Milan and produced by Vignale of Turin who had the capability to produce the car in much higher numbers than Touring. Fully trimmed and painted bodyshells were delivered from Italy for assembly at West Bromwich by October 1966. The original cars built by Vignale in Italy required much work inside and out to meet the quality standard required by Jensen, eventually the contract was terminated and Jensen started producing the cars themselves at West Bromwich.
The Mark II was launched in October 1969, changes included, the rear lights having a larger flatter area and no chrome trim, new slimmer bumpers and flatter overriders were amongst the many improvements that were introduced, the largest being a completely new interior.
The Mark III of 1971 revised the front grill, headlamp finishers and bumper treatment again. It also had revised seats, optional fully cast alloy wheels other minor improvements. The 6.3 litre 383ci engine was also superseded by the 7.2 litre 440ci in 1971. The Mark III was divided to G-, H-, J-series depending on the production year.
Shot at the H H Auction Brooklands 22:10:2013 REF 79-130
Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 52 countries (last new country Austria and 32 US states last new State Michigan) Last new overseas visitor Denmark last new US state visitor California
1. V-Dub, 2. Silverstone Classic 25th July '09, 3. Ford Escort Mkll - Classic Ford Show - Santa Pod 1st June '08, 4. Ford Escort Mexico, 5. HGTCC - Brands Hatch 3rd May '08, 6. HGTCC - Brands Hatch 3rd May '08, 7. Prescott Speed Hillclimb '90 - Hillman Imp, 8. Gurston Down Speed Hillclimb '90 - Mini Cooper,
9. Ford Escort Mk1 - Race Retro '08, 10. Ferrari 250 GTO, 11. Rally Day '07 - Castle Combe, 12. Prodrive Open Day '07, 13. Race Retro Show '07 Stoneleigh Park 24th March '07, 14. Ford GT40's @ Goodwood Revival '09, 15. Pit & Paddock - Brands Hatch 23/05/09, 16. Blackpool Rocket,
17. Race Retro Show - 14th March '09, 18. Britcar 24Hr - Silverstone 20th & 21st Sept '08, 19. Coke Cans, 20. Audi Sport Quattro E2 - Chatsworth Rally Show - 8th June '08, 21. Camaro Pro-Street Drag Car - Therapy, 22. Austin A40 & Austin A30, 23. James Hunt's Texaco McLaren M23, 24. Z-Cars Yamaha R1 Powered Mini,
25. Ferrari 288 GTO, 26. Dueling Cortinas, 27. Pre '66 GT & Sports Endurance Cars, 28. A1GP - Brands Hatch 2nd May '09, 29. Alfa Romeo GTV, 30. QE2, 31. Brands Hatch 26th Oct '08, 32. Classics on the Common '08,
33. VW Bus, 34. HGTCC - Brands Hatch 3rd May '08, 35. Porsche 935 - Silverstone 1987, 36. Renault 5 Turbo - Race Retro '08, 37. Rally Day '06 @ Castle Combe, 38. Mini Sprint, 39. Interserie Revival (Race 2), 40. 26/03/10,
41. Race Retro 13th March '10, 42. Ford Cortina Mk1 @ Goodwood Revival '09, 43. Ford F100, 44. BMW 3.0 CSL, 45. Going Home, 46. Jack, 47. John Cooper Works GP MINI, 48. VW Bus,
49. Britcar - Brands Hatch 3rd May '08, 50. My Old Mk1 Cooper S - GMW862D, 51. Ferrari 250 GTO, 52. Rally Day '07 - Castle Combe, 53. Mini Bodyshells, 54. Dinky Cyclone, 55. AC Cobra, 56. Ferrari Enzo,
57. A1GP - Brands Hatch 2nd May '09, 58. Race Retro Show - 14th March '09, 59. Goodwood 28th Feb '09, 60. Ferrari 430 GT3, 61. Porsche 911 Carrera RSR @ Brands Hatch 26th Oct '08, 62. Series 1 Landy, 63. Ford Anglia 105E, 64. VK Vodka Kick Girls - Chatsworth Rally Show - 8th June '08,
65. Iso Rivolta GT, 66. Ford RS200s at Ford's Test Centre in Boreham, Essex - 1987, 67. Mini Cooper S Mk1 - Race Retro '08, 68. Lancia 037 - Race Retro '08, 69. Prodrive Open Day '07, 70. Rally Day '07 - Castle Combe, 71. Brands Hatch 23rd Sept '07, 72. Race Retro '10
Created with fd's Flickr Toys
The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.
Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.
If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.
This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.
1/32 resin slot car Ferrari 340-375 MM Berlinetta Competizione LM 1953. Driven to 5th place overall by Paolo Marzotto & Giannino Marzotto. Resin bodyshell with PCS32 chassis.
Oldsmobile Starfire 2 door Hardtop (2nd Gen) (1961-66) Engine 394cu in (6500cc) V8 Registration Number AOR 364 B
The second generation Starfire was introduced in 1961 as a Convertible, sharing its body and wheelbase with the Super 88 and the lower-priced Dynamic 88, standard equippment included leather bucket seats, tachometer and floor shift Hydra-matic transmission, and was the first U.S. full-sized production car to feature an automatic transmission with a console-mounted floor shifter, brushed aluminum side panels and power steering, brakes, windows and driver's seat and a base price of $4647, the most expensive car in the Oldsmobile range. The standard 394 cubic inch V-8 Skyrocket V8 engine - Oldsmobile's most powerful in 1961 - used a 4-barrel Rochester carburetor and generated 330 hp
For the 1962 model year, the convertible was joined by a two-door hardtop, which featured a new convertible roofline shared with other Oldsmobile 88 coupes. Horsepower was increased to 345 hp
Styling changes for the 1963 model year included a move away from the sculpted sides of the previous years model, to a flatter, more conventional look and a squred off roofline incorporating a concave rear window.
The 1964 model appeared very similar to the 1963, though longer and lighter, The Starfire now shared its basic bodyshell with the new and lower-priced Jetstar I hardtop coupe.
For the 1965 model year, all Oldsmobiles would receive new styling, and the Starfire Hardtop Sports Coupe would receive a modified version of the 1963-64 unique roofline with an inversely curved rear window. The Hardtop Sports Coupe body-style was again shared with the Jetstar I. and a new version of the Rocket V8 engine was offered for the 1965 model year, this one measuring 425 cu in (7.0 l) displacement, still using a Rochester 4-barrel carburetor, and generating 375 hp.
For 1966 the Convertible was dropped leaving only the Hardtop Coupe. The Starfire price and equipment level both dropped considerably from previous years and was now at the same level as the former Jetstar I series with a less plush interior thanks to the leather seats being replaced by Morroceen vinyl for both the Strato bucket seats or no-cost optional notchback bench seat, and the movement of power windows and seats from standard equipment to the option list. Also downgraded from standard to optional equipment were the Turbo Hydra-Matic transmission, power steering and power brakes. Horsepower was up to 375, but the Starfire no longer had the most powerful engine offered for sale in an Oldsmobile.
Thanks for 15.4 million views
Shot taken 05:08:2012 at The Shugborough Classic Car Meeting. Ref: 83-224
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...
Car in foreground:
KEX 223V - 1979 Talbot Sunbeam Lotus Group 2 Rally Car
Bids to £30,000 - "Not Sold"
The standard Chrysler Sunbeam first appeared with three engine options - 930cc, 1300cc and 1600cc. A 1600cc Ti model was then targeted at the performance road market. However, even that was never going to satisfy the needs of Competitions Manager Des O'Dell, who was desperate to build a rally car capable of beating the Ford RS Escorts and Vauxhall HS Chevettes.
With no in-house powerplant capable of delivering the required performance, he looked elsewhere. As luck would have it, Lotus had been supplying 2-litre engines to Jensen Healey, who had recently ceased trading. A deal was done and two test engines secured. The standard 160 bhp unit was fitted to an Avenger for testing and demonstrating to the management, while the 230 bhp race version found its way into a rally-prepared Sunbeam, 'WRW 30S'. Testing began in earnest and the car competed in several events where homologation was not required. Andrew Cowan did the competing while Bernard Unett carried out the development testing.
The competition engines were initially uprated to 234 bhp (later increasing further) and featured 48 mm carburettors and a compression ratio of 11:1. To enable these to compete, however, 400 cars had to be produced to satisfy homologation rules. Chrysler's ambitions were for a run of 4500 engines, and homologation was achieved on April 1st 1979 on the basis of 32 pre-production cars converted by the Competitions Department.
Lotus was heavily involved in the development and production, not only designing and manufacturing the engine but developing the suspension and exhaust systems as well. The rolling chassis, built alongside all other Sunbeams at Linwood, Glasgow, were delivered by transporter to a satellite operation at Ludham airfield, some 20 miles from Lotus's Hethel headquarters, Norfolk. Here modifications were made to the bodyshell, and the engine, five-speed ZF gearbox, larger radiator and alloy road wheels, were fitted. The completed cars were then transported to Coventry for final checking before delivery to the dealers.
The Sunbeam Lotus was launched at the Geneva Motor Show in March 1979, and deliveries started a few months later. By this time, Chrysler UK had been sold to Peugeot, who changed the name to the Talbot Motor Company. With the exception of the very first pre-production models, all road cars were officially known as Talbots. Overall, Lotus claim to have built 2298 cars (1150 with right-hand-drive) while Talbot claim a total of 2308. This difference is accounted for by the building of 10 Works rally cars from bare bodyshells at the Humber Road Competitions Department between 1980 and 1982.
The Sunbeam Lotus took part in international rallying from 1979 to 1982 and won the World Championship for Talbot in 1981. Its most famous achievement was at the 1980 Lombard-RAC rally, where Henri Toivonen became the event's youngest ever winner and Sunbeam Lotus cars finished 1st, 3rd and 4th - the last time a two-wheel drive car won the RAC. Des O'Dell was presented afterwards with a Sunbeam Lotus road car bearing the registration 'RAC 134W'! In fact, Talbot's Sunbeam Lotus won their class (Group 2) on the RAC for three years in succession, culminating in 1982 with the last ever win in this class before the FIA rules changed to Groups A, B, etc.
Sunbeam Lotus works drivers included the late Henri Toivonen, Guy Fréquelin (co-driven by Jean Todt), who narrowly missed out on being the Driver's World Champion in 1981, Stig Blomqvist, Tony Pond, Andrew Cowan and Jean-Pierre Nicolas. Russell Brookes also competed in a Works-built car, privately sponsored by Andrews Heat for Hire.
The left-hand drive Group 2 car being offered was manufactured in 1979 and is reportedly to full 'Works' specification. We understand the bodyshell is a clean, straight Lotus Series 1 example in steel with alloy Works-type arches. It is modified as per the Works cars, with correctly strengthened chassis legs, while the boot is modified to accept the fuel tank, fuel pumps and battery. It is finished in the Works colours of white and blue. The engine is apparently based on an ex-Works two-piece block built by former Works Talbot engine builder, Phil Davison. It has a big-valve head, 48 mm carburettors, a water rail kit and Pace dry sump oil system. It has seen no use since the last overhaul.
The engine is mated to a ZF close-ratio competition gearbox. The axle has just been rebuilt by Gartrac, and features a plate-type limited slip differential with 4.6:1 crown wheel and pinion. The casing is a genuine ex-Works Salisbury 4HA. The running gear is to Works specification and includes: rose-jointed steering and suspension arms, a heavy duty high-ratio rack, heavy duty cross member and Bilstein dampers. Braking is by 267 mm discs all round, operated by four-pot calipers at the front and AP CP2383 units at the rear. The Sunbeam is equipped with: Safety Devices roll cage; Sparco seats and OMP harnesses; an up-to-date extinguisher system and brand new 12 gallon Gartrac safety fuel cell; a new wiring loom and six Cibie Oscar lights.
An extensive spares package is available by separate negotiation. It includes: seven, eight and nine inch Minilite wheels with tyres, a spare big-valve cylinder head, Perspex rear window etc.
If you're looking for an 'on-the-button' historic rally car with current FIA papers, this could be the car for you.
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
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
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.
Network Rail 950001 is a diesel multiple unit that was purpose-built for departmental use as a track assessment unit. It was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986.
It was originally classified as a Class 180 test unit, but since this designation is now used by the new First Great Western "Adelante" units, it has been reclassified into the departmental series.
This photo was taken at Peterborough Rail Station on 28 April 2013.
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
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.
from the concours' program
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
Longbridge factory Rover Group 1987. Mini bodyshell manufacture in Old West Works.
Collection: Longbridge
Date: 1987
Reference Number: LJC-Longbridge-MiniAssemblyOldWestWorks-1987 (5)
To enquire about any of our images or for more information, please contact photo@britishmotormuseum.co.uk or visit our photographic website at www.motorgraphs.com/.
Alstom Litchurch lane works Cab shop WMT 730 cabs being fitted out before attaching to a Bodyshell
taken during a official visit and permission from Alstom
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."
(...)
-------------
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
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.
#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
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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
Related
1959–1960 Chevrolet Biscayne
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.
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.
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.
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.
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...
#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
Related
1959–1960 Chevrolet Biscayne
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.
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.
Fiat began designing the Ritmo hatchback – as a replacement for the 128 sedan – in 1972, following the body style of its 127 supermini as European manufacturers began launching small family hatchbacks, notably the Volkswagen Golf in 1974.
Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat instead gave its new car the Ritmo name, rather than another three digit number. Offered in 3- and 5-door hatchback and cabriolet body styles – from 1978 to 1988 with two facelifts.
The Ritmo was manufactured at the Cassino plant using a system developed by its subsidiary Comau, the "Robogate" system – which automated the bodyshell assembly and welding process using robots, giving rise to its advertising slogan "Handbuilt by robots", immortalised in a television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini's The Barber of Seville. The exterior has plastic bumper fascias integrated into the styling which combined strong round shapes with overall sharp lines, achieving a drag coefficient of Cd=0.38.
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
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...
Nº 29d.
(Austin) Racing Mini Mk II (1967-1970).
Red color, Green,Yellow,Black "29" sticker, White interior, Clear windows and Unpainted Metal base.
Escala 1/53 .
Matchbox Superfast.
Lesney Products.
Made in England.
© 1970.
Racing Mini [ Matchbox ]
Debut Series
Matchbox Superfast 1 - 75
Produced
1970 - 1975
Number
29
More info:
matchbox.wikia.com/wiki/Racing_Mini
-------------------------------------------------------
Mini Racing - 29d
"The Racing Mini is a model of a Mini MkII with the bumpers stripped off for competition.
It was first released in 1970 in metallic bronze with racing number 29, the Lesney racers frequently got their model number as racing number. The number stickers on the bronze cars are yellow, edged with orange and have black script.
From 1972 to 1976 the mini changed to orange and the stickers can have orange edges or green edges.
In 1976 the colour of the car changed again to red and these have the green edge stickers or a new design of round sticker, which is a plain white disc with a black three printed on it. A number of red cars have no stickers at all.
In 1981 after a spectacularly long run of 11 years the Racing Mini was withdrawn from the range.
There is quite a spread of values based on the colour/sticker combination. Most sought are the red ones with round RN3 stickers, Next come the red ones with RN 29 followed by the bronze ones."
Source: www.chezbois.com/non_corgi/matchbox/Model_3942.htm
More info:
www.bamca.org/cgi-bin/single.cgi?id=SF29b
www.bamca.org/cgi-bin/vars.cgi?mod=SF29b
www.bamca.org/cgi-bin/vars.cgi?mod=SF29b&var=08
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Mini
From Wikipedia, the free encyclopedia
"The Mini is a small economy car produced by the English based British Motor Corporation (BMC) and its successors from 1959 until 2000.
The original is considered an icon of 1960s British popular culture. Its space-saving transverse engine front-wheel drive layout – allowing 80 percent of the area of the car's floorpan to be used for passengers and luggage – influenced a generation of car makers.
In 1999 the Mini was voted the second most influential car of the 20th century, behind the Ford Model T, and ahead of the Citroën DS and Volkswagen Beetle.
This distinctive two-door car was designed for BMC by Sir Alec Issigonis. It was manufactured at the Longbridge and Cowley plants in England, the Victoria Park/Zetland British Motor Corporation (Australia) factory in Sydney, Australia, and later also in Spain (Authi), Belgium, Chile, Italy (Innocenti), Malta, Portugal, South Africa, Uruguay, Venezuela and Yugoslavia.
The Mini Mark I had three major UK updates – the Mark II, the Clubman and the Mark III. Within these was a series of variations, including an estate car, a pick-up truck, a van and the Mini Moke – a jeep-like buggy.
The performance versions, the Mini Cooper and Cooper "S," were successful as both race and rally cars, winning the Monte Carlo Rally in 1964, 1965 and 1967. In 1966, the first-placed Mini was disqualified after the finish, under a controversial decision that the car's headlights were against the rules.
On introduction in August 1959 the Mini was marketed under the Austin and Morris names, as the Austin Seven and Morris Mini-Minor.
The Austin Seven was renamed Austin Mini in January 1962 and Mini became a marque in its own right in 1969.
In 1980 it once again became the Austin Mini and in 1988 the Rover Mini.
BMW acquired the Rover Group (formerly British Leyland) in 1994, and sold the greater part of it in 2000, but retained the rights to build cars using the MINI name."
(...)
----------------------------------
Mark II Mini: 1967–1970
"The Mark II Mini was launched at the 1967 British Motor Show, and featured a redesigned grille, a larger rear window and numerous cosmetic changes.
A total of 429,000 Mk II Minis were produced.
A variety of Mini types were made in Pamplona, Spain, by the Authi company from 1968 onwards, mostly under the Morris name.
In 1969, a fibreglass version of the Mini Mark II was developed for British Leyland's Chilean subsidiary (British Leyland Automotores de Chile, S.A., originally the independent assembler EMSSA). The bodyshell mould was created by the Peel Engineering Company. Production began in 1970 and continued for a few years; these fibreglass Minis can be recognised by the missing body seams and by larger panel gaps. The Chilean market was never very large and the hyperinflation and political and social collapse led to the 1973 coup The Arica plant was closed in 1974. The reason for the fibreglass body was to enable Leyland to meet very strict requirements for local sourcing, increasing to 70.22% in 1971."
-------------------
Mini "Mark II"
Also called
Morris Mini
Austin Mini
Production
1967–1970
Assembly
Longbridge, Birmingham, England
Cowley, Oxfordshire, England
Seneffe, Belgium
Arica, Chile
Petone, New Zealand
Setúbal, Portugal
Cape Town, South Africa
Pamplona, Spain
Novo Mesto, Yugoslavia
Shah Alam, Malaysia
Body style
2-door saloon
2-door estate
2-door van
2-door truck
Engine
848 cc (0.8 l) I4
998 cc (1.0 l) I4
1,275 cc (1.3 l) I4
Source: en.wikipedia.org/wiki/Mini
More info:
www.automobile-catalog.com/make/morris/mini_m/mini_ii_coo...
www.topspeed.com/cars/mini/1959-2006-the-history-of-mini-...
This is MiG-21PF Fishbed-D '16 red' (c/n N76212318) being used as an adventure playground by the locals kids.
All we ever had to play on when I was a kid was a stripped out Ford Cortina bodyshell!
Previously part of the Central Aerodrome Museum at what was Frunze Central Airfield.
Now stored and waiting for it's fate.
Khodynka, Moscow. Russia.
11-8-2012
Spotted somewhere on Blenheim Road, while we were heading into the centre of town from Middleton yard. According to the destination display, this bus was on its way to the suburb of Hornby.
I've noticed that a lot of the buses in Christchurch have the same bodyshell as Bayhopper numbers 922, 923 and 924. Only some of the Christchurch buses have two axles at the back instead of one.
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
- - -
Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.
Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.
If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.
This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.
DB Schenker's class 92 number 92030 named "Ashford" in EWS two tone Railfreight Grey livery hauling 42 Cargowaggon 4-wheeled vans semi-permanently coupled in pairs with shared a running numbers between Dollands Moor and Wembley European Freight Operations Centre on 5 March 2014. On arriving at Wembley the locomotive was switched for 92041 that continued on with 6B41 to Daventry (railwayherald.com/imagingcentre/view/321470/IS35637901140...). It was last photographed by me here on 27 January 2014 (www.flickr.com/photos/99279135@N05/12178554755/in/photoli...) working the same service.
92030 was assembled by the BRUSH Traction Company Loughborough in 1995, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons were fire tested by BRUSH.
395 009 Rebecca Adlington (Left)
395 022 (Right)
at St Pancras Station
British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.
The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.
The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).
During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.
An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.
A twenty-ninth train was later added to the agreement in order to provide additional capacity.
The first train was delivered from Japan to Southampton Docks on 23 August 2007.
It was then hauled to Ashford in Kent for acceptance testing by Serco.
Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.
The final unit arrived in Southampton on 17 August 2009.
The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.
A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.
As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.
The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.
They are owned by HSBC Rail, and leased by Southeastern.
The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.
They are designed as true high-speed trains, capable of 225 km/h.
The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.
The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.
The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.
The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.
The 6-car trainsets consist of
2 Driving trailer cars each of length 20.65 metres (67.7 ft)
4 Standard motor cars of length 20.0 metres (65.6 ft)
In total the train is 121.8 metres (400 ft) long over the couplings.
The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.
The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.
The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.
The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.
Unusually for a high speed passenger train, there is no first class accommodation.
#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
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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
Related
1959–1960 Chevrolet Biscayne
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.
The Mazda Luce (Italian for 'light') was the largest Mazda model available, at launch in 1969, through to 1991. The second generation car was launched in 1972, the LA2.
The car was still compact by US standards, at 1660 mm wide and approximately 4500 mm long.
Mazda installed their 12A and 13B twin-rotor rotary engines to produce the Mazda RX4 performance coupe (using the Luce 2-door bodyshell).
Conventional Luces used a conventional 94 PS 1.8 L, or 103 PS 2.0 litre 4-cylinder engine.
The car received a more conventional styling update in 1976 (LA3), losing some of the period cool of the LA2. The overall body form though, still reflected a Japanese interpretation of the period coke-bottle styling.
The LA2 Luce Coupe is shown here.
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
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Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
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 21 January 2014.
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.
The second generation Renault 5, often referred to as the Supercinq (or "Superfive"), appeared in 1984 (RHD models from 1985). Although the bodyshell and chassis were completely new (the platform was based on that of the Renault 9/11), familiar 5 styling trademarks were retained; styling was the work of Marcello Gandini. The new body was wider and longer featuring 20 percent more glass area and more interior space, with a lower drag coefficient (0.35), as well as 68.9mpg at 56mph in the economy models. The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts.
The entry-level TC had the 956 cc engine at 42hp, while the TL had the 1108 cc engine at 47hp), and the GTL, Automatic, TS and TSE had the 1397 cc engine at 59hp for the GTL, 67hp for the Automatic, and 71hp for the TS and TSE.
Renault decided to use the naturally aspirated 1.7L from the Renault 9/11, which utilized multipoint fuel injection, in addition to the sports orientated 1.4L turbo. Under the name GTE, producing 94hp. Although not as fast as the turbo model, it featured the same interior and exterior appearance, as well as identical suspension and brakes. The Baccara and GTX versions also used the 1.7 engine - the former sporting a full leather interior, power steering, electric windows, sunroof, high specification audio equipment and as extras air-conditioning and On-Board Computer. The latter was effectively the same but the leather interior was an option and there were other detail changes. As with the previous generation, the 5 Turbo was again assembled at the Alpine plant in Dieppe, where forty cars per day were constructed in 1985.
The model was starting to show its age by 1990, when it was effectively replaced by the Clio, which was a sales success across Europe. Production of the R5 was transferred to the Revoz factory in Slovenia when the Clio was launched. It remained on sale with only 1.1L, 1.4L petrol and 1.6L naturally aspirated diesel engines, as a minimally equipped budget choice called the Campus. until the car's production run finally came to an end in 1996.