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

Registration Number YOV 535 T (Birmingham)

AUSTIN SET

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

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

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

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Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980.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

Diolch yn fawr am 70,972,103 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 70,972,103 amazing views, enjoy and stay safe

Shot 21.04.2019 at the annual Weston Park, Easter car show Ref 138-256

Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419

Registration Number TJA 624 R (Manchester)

JENSEN SET

www.flickr.com/photos/45676495@N05/sets/72157624203748256...

The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.

The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.

The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.

The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes

The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.

In the mid-1980s a new company, Jensen Cars Limited was create with the aim of relaunching the Interceptor. In 1986 their Series 4 Interceptor was launched as an updated version of the original Interceptor V8 as a low-volume hand-built and bespoke affair, with prices rising to around £ 70,000 though the body remained essentially the same as the last of the main production run of Series 3, the engine was a much smaller Chrysler-supplied 360 cubic inch (5.9 litre) which used more modern controls to reduce emissions with an output of around 250bhp. In addition, the interior was slightly re-designed with the addition of modern "sports" front seats as opposed to the armchair style of the earlier models, as well as a revised dashboard and electronics. The company owner sold the venture in 1990 to an engineering company believed to be in a stronger position to manufacture the car; this lasted until 1993 with approximately 36 cars built,. Development work commenced on a proposed Series 5 Interceptor before the company failed and liquidators were called in

Diolch am 97,370,631 o olygfeydd anhygoel, mae pob un yn cael ei werthfawr706'n fawr.

Thanks for 97,370,631 amazing views, every one is greatly appreciated.

Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-173

Displayed at the London Classic Car Show 2023.

The information sheet for this car tells of it being in a private collection for over 25 years before coming up for sale in 2022. Now stripped back in the earlier stages of restoration. Next the engine will be removed and the body and chassis will be taken back to bare metal for the refurbishment.

I liked this exhibit, very well presented I thought.

1972 Volkswagen Beetle 1300.

Was orange.

Modified in the Volksrod style using a 1968 bodyshell with a 7" chop, 1934 17" Ford wire wheels and a twin carb 1679cc engine.

TVR Tasmin 390SE (1984-89) Engine 3943 cc V8 OHV

Production (approx) 100

Registration Number C 833 OFV (Preston)

TVR ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623722776067...

The TVR 390SE is a sports car designed and built by TVR. It was introduced in October 1984. It featured many novelties not found in other Wedge TVRs TVR Engineering worked with Andy Rouse, a Rover Tuning specialist to produce a blueprinted engine, turning out an extra 85 bhp taking it to a claimed 279 PS, with an engine capacity of 3905cc high lift camshafts, gas flowed cylinder heads with large valves and Cosworth machined pistons. A stronger clutch, limited slip differential and wider Yokohama tyres were fitted to help get the extra power down onto the road.

The styling of the car became more aggressive with a deeper front air dam, and a rear under body aerofoil. Subsequent updating saw the bodyshell gain flared wheel arches and different sills. Ventilated front disc brakes and fifteen inch wheels were part of the package as well. A Series 2 car appeared in 1988 with the most obvious difference being a rounder nose.

Production of the modified Rover V8 was handled by different engineering companies throughout the car's life with most units being produced by North Coventry Kawasaki (NCK); which company was subsequently purchased by TVR to become their in-house engine division, TVR Power

Diolch am 93,128,061 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 93,128,061 amazing views, every one is greatly appreciated.

Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-444

ScotRail's 385117 is seen at Cartland as it runs from Millerhill to Corkerhill depot - presumably moving to take up driver training duties prior to roll out on the lines that serve Glasgow Central.

Class 385s have already started working services out of Glasgow Central, albeit only a short diagram in the morning. A 3 car unit currently works in from Corkerhill early in the morning and works a return to Newton and 2 Cathcart Circle services before returning to Corkerhill for the day. The number of services they work out of Central Station is expected to increase quite a bit from the May timetable change.

This particular unit was delivered in November 2018 and has seen service on the E&G. It looks like some work has been done on the bodyshell but the Saltire vinyl is yet to be reapplied.

MG C GT (1967-69) Engine 2912cc S6 OHV BMC C Series Production 4457 (GT only)

Registration Number UOY 950 F (Greater London)

MG ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623797586658...

The MGC was introduced in 1967, developed under the BMC code number ADO 52 it was intended as a replacement for the Austin Healey 3000 Mk.III. BMC first considered using a six cylinder version of the BMC B Series engine used by BMC Australia but instead settled on the 3 litre BMC C Series in use in the Austin 3 litre Saloon, producing 145bhp with its twin SU carburettors in the MGC.

The MGB style bodyshell needed revisions around the engine bay and to the floor pan, but externally the only differences were a distinctive bonnet bulge to accommodate the relocated radiator and a teardrop for carburettor clearance. It had different brakes from the MGB, 15 inch wheels with Pirelli Cinturato 165HR15 tyres, and different suspension Like the MGB, it was available as a coupé (GT) and roadster

In 1967 Prince (King) Charles took delivery of an MGC GT (SGY 766F), which he passed down to Prince William 30 years late

Diolch am 84,770,227 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 84,770,227 amazing views, every one is greatly appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 149-320

This is a second series (PD) Contessa 1300 car, produced by Hino Motors of Japan. The Contessa model was introduced in 1961.

After the end of WWII when Japanese industry resumed production of motorized vehicles, Hino developed a business relationship with Renault of France. The resulting Hino-Renault car was in effect a licence-built Renault 4CV. The Contessa was the development of this model, utilising the powertrain and rear-engine set-up. There were some similarities with Renault's own Dauphine model, however Hino chose to mount their 893cc engine longitudinally and canted-over to the left, enabling the radiator to be mounted close to the rear, affording better cooling. The gearbox was therefore close to the firewall. A Coupe and a small pickup model called the Briska were also produced.

The Contessa was completely revamped in 1964. The body styling for the car and the 1300S coupe were completely restyled and the engine capacity was increased to 1251cc. This new model with its twin-headlamp design, bore some resemblance to the contemporary Renault 8.

Toyota purchased Hino Motors in late 1966 and Contessa production was halted in early 1967. Production was later re-started to use up remaining bodyshells and components but an increasing amount of Toyota parts were used. This low-level production continued into 1969, before the factory was finally re-purposed to produce the Hilux pickup truck model.

The weather in the early evening on Friday had turned dark windy and rainy at Rifle range common and the rain was starting to blow through quite strongly, all but three photographers had given up and gone home!

Amazingly the clouds peeled back for literally a 30-second window and with rain still blowing across in the background, new in traffic 69005 heads towards Bewdley tunnel with 73136 tucked in behind as brake translator.

The backlight does not do the reconditioned bodyshell any favours!

A nocturnal scene at London Victoria on the evening of October 21st 1979, with Class 411 4-CEP 7151 at the rear of a newly-arrived Kent Coast service. 7151 was a 'Phase 1' unit that had been built at Eastleigh in 1959. The first of the 135 four-car units utilising the BR Mk.I bodyshell had been completed at Eastleigh in 1956, with last batch of 'Phase 2' units (7205-7211) being finished in 1963. In BR days, prior to privatisation the CEP's were synonomous with the route from Victoria to the Kent Coast. The fleet was refurbished/reformed/renumbered in later years and the last units were finally withdrawn from service in 2005.

Happy ‘May the 4th’!

For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.

One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.

The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.

As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.

One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.

This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars

Cfr. notes¹ over the above image.

NOTES

1. GIOS EVOLUTION 52-50 frame, custom geo; L14 stem; 2s52,36t 170mm crankset × 11s11-32t cassette; 3 M4×8 TORX PARALOBE frame-plate fasteners; SHIMANO XTR pedals; CONTINENTAL GP4000S2-23mm tires, updated with GP5000-25mm + SCHWALBE AEROTHAN SV20E 41g TPU race tubes; PROLOGO ZERO saddle. Cfr: SPECIALIZED TARMAC SL6 PRO DISC FORCE ETAP 2020. SPECIALIZED ENDURO COMP 2014 size M; 2s36,22t 170mm crankset × 11s9-36t cassette; SELLE SAN MARCO ASPIDE saddle. Cfr: SPECIALIZED DEMO RACE 29 2020.

REFERENCES

E.G.F. Regina 2026: Universal Folding Bicycle (UFB).

B. Blockmans & al. 2020: Classified Powershift gearhub efficiency.

P.J. Paige & al. 2017: Torx Paralobe (ISO4579/4580-2021).

C. Reid 2015: Roads were not built for cars.

G. Spriano & al. 2008: La bicicletta.

J.B. Spicer & al. 2001: Bicycle chain drive efficiency.

F. Bulsara & al. 1978: Bicycle race.

I. Illich 1974: Energy and equity.

FP • PO • CAVEAT EMPTOR • MOT • GIANT • SPECIALIZED • BENOTTI VIAL EVO DISC • Carbusters • Bike to the future • energy efficiency in transport • ISO5775

40-0014-3, CFR Călători, fabricație Electroputere Craiova 1967, cutia de facto a uneia dintre locomotivele 060-EA-067 sau 073, acestea fiind fabricate în anul 1970, fotografiată în serviciu comercial cu trenul 1541 în relația Iași - Brașov.

40-0014-3, CFR Călători, built by Electroputere Craiova in 1967, with the bodyshell originating from one of the locomotives 060-EA-067 or 060-EA-073, both built in 1970, photographed in commercial service hauling train 1541 on the Iași – Brașov route.

Livezi, Harghita (RO)

312720 waits to depart for Royston from Kings Cross, 9th April 1982.

Unit History

312720 is one of a batch of twenty six, four car units built at York works between 1976 and 1978 for the Great Northern outer suburban services following electrification and was originally numbered 312020. The class 312 was the last class of multiple unit to be constructed with the British Rail Mark II bodyshell and slam doors. This latter feature contributed to their relatively early withdrawal. During the late 1980s the 312/0 units moved to the Great Eastern for outer suburban services from Liverpool Street following the delivery of new class 317 units for Great Northern outer suburban services. In 2003 First Great Eastern acquired new class 360 units to replace the last of the slam door stock and the class 312 units were gradually removed from traffic with the last units being withdrawn in March 2004.

Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043

Registration Number SEW 545 N (reg. early 1974 Peterborough)

TRIUMPH SET

www.flickr.com/photos/45676495@N05/sets/72157623847263736...

The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.

Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph

Diolch am 76,419,202 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 76,419,202 amazing views, every one is greatly appreciated.

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-597

The weld lines of the aluminium extrusions can clearly be seen in this view as the main carcass is assembled.

Vauxhall VX2300 FE (1976-78) Engine 2279cc S4 OC Production 25,185 (incl. VX 1800)

Registration Number UYO 796 S (London C)

VAUXHALL SET

www.flickr.com/photos/45676495@N05/sets/72157623863172810...

The FE Series launched as the last of the Victors in 1972 despite appearances the car reamained the same width as its predecessor and largely on account of its bumpers just two inches longer. Though the new design increased cabin space with exra front legroom and 4 inches more for rear passengers. The new Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering rather than the Opel Reckords reciculating ball unit. The front end incorporated the then advanced detail of having the slim bumper bisect the grille, with a third of the grille and the side-lights (on quad headlamp models) below the bumper line. Perhaps the most noteable differance was in the rear doors Opel door incorporated rear quarter lights and windows that wound fully down into the door whereas Vauxhall's designers preferred the "cleaner uncluttered look" arising from their elimination of rear quarter lights. The Vauxhall rear windows only wound down around a third of their distance before being baulked on the rar wheelarch, but this was muted as a safety feature completmented by he fitting of child-proof locks

The VX Series came about in 1976 in an effort to move the FE upmarket, its previous competitive pricing was now causing an imbalance in pricing with the new and smaller Cavelier introduced at a higher price. To try to move the Victor upmarket, Vauxhall upgraded the trim level of the basic Victor 1800 cc to match that of the 2300 cc version, with improvements that included fabric seat trim, a new instrumentation, refreshed interiors. The 1800 engine was boosted to 88bhp. To draw attention to the changes Vauxhall also dropped the Victor and VX 4/90 model names and the range was renamed the Vauxhall VX in January 1976. The VX2300 was powered by a 108bhp 2279 cc four-cylinder engine. In 1977 an more sporty and upmarket version of the VX2300 known as the VX2300 GLS appeared with engine output boosted to 116bhp courtesy of twin carburretors the car also recieved a five speed close-ratio Getrag gearbox with dog-leg first gear and was distinguished by with twin halogen headlights and supplementary front fog-lights fitted beneath the front bumper, fashionably blackened side window frames and extra sound deadning

Diolch yn fawr am 67,005,824 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 67,005,824 amazing views, enjoy and stay safe

Shot 22.07.2018 at the Steam Fair, Barton Gate, Barton under Needwood, Staffordshire Ref 135-341

The railway operational centre of the South Leicestershire coalfield was at Mantle Lane, Coalville. This was were the train crew depot could be found along with the marshalling yard and was where locomotives were stabled between duties. On a murky 12th December 1979 stabled at Mantle Lane is 56036.

Locomotive History

In September 1974 British Rail ordered sixty new heavy freight locomotives designated class 56. The order was split with thirty locomotives to be built by Brush and thirty locomotives to be built by Doncaster works. The body design was derived from the Brush class 47 and was of the load bearing monocoque type. The engine (GEC 16RK3CT) was of English Electric heritage and an uprated version to that fitted to the class 50. Although the engine was rated at 3520bhp in the class 56 it was derated to 3250bhp. The electrical equipment was derived from the Brush prototype locomotive HS4000 Kestrel and consisted of a Brush BA1101A 3-phase ac alternator driving six TM73-62 series wound, axle hung nose suspended traction motors. The bogies (designated CP2) were a Swiss design. Although order in September 1974 the first of the Doncaster works batch did not start physical construction until July 1976 when the fabricated bodyshells of the first two (56031/32) started to appear. Progress was slow due to shortage of labour and late delivery of components and 56031 eventually entered traffic on the 13th May 1977. 56036 entered traffic in January 1978, nominally allocated to Toton but in reality it could be found at the Railway Technical Centre undergoing a series of tests. In August 1978 56036 entered Stratford works and reappeared in a new livery of corporate blue with large double arrow logo’s, numbers and yellow painted cabs. This livery was applied at the behest of the Railway Design Panel and would eventually become standard for the class. On release from Stratford works 56036 entered general traffic. After twenty two years service 56036 was withdrawn in January 2000 and initially dumped at Toton before being towed to Chester Wagon Repair Depot and stored inside the depot along with 56043/64/77, 56107/09. When Chester WRD was sold it moved to Wigan CRDC in December 2001. Four years later it made its final journey to CF Booth, Rotherham where it was broken up in March 2006.

Re-scanned and re-edited 25th April 2016

Praktica LTL, Ektachrome 200

The 401 was the second model produced by Bristol, after the 400. It may have been the first to use wind tunnel testing in its design, resulting in a remarkably low 0.392 drag coefficient. The car was light, thanks to an aluminium bodyshell, and was larger car than the 400 seating 5 passengers in comfort. The body was built using a 'Superleggra' matrix of steel tubes mounted on the same open 'A' frame steel chassis, but with different outriggers at the rear to accommodate a lower mounted fuel tank.

The first series is identified by a distinctive ridge along the lower edge of the body. A recognition point of the 401 is that the front grille inserts were painted black, while the surrounds were chromed.

A few early chassis were sent to Touring of Milan as developement excercises for the 401.

This 1948 Bristol 401 Touring Superleggra Saloon, UMC 315, was at Vintage Prescott on 3rd August 2024.

The Maserati Merak (Tipo AM122) is a mid-engined 2+2 sports car produced by Maserati between 1972 and 1983. The Merak was closely related to the Maserati Bora, sharing part of its structure and body panels, but was powered by a 3.0 L V6.

The Maserati Merak was introduced at the 1972 Paris Auto Show, over a year after the Bora. The Merak and the Bora share the front part of bodyshell up to the doors.

Having been designed during the Citroën ownership of Maserati (1968–1975) certain Citroën hydropneumatic systems were used in the Merak and early Merak SS. In these cars the braking system was hydraulically assisted and operated, and the pop-up headlights hydraulically actuated. The clutches on these cars used the same hydropneumatic system as the brakes, but only some cars included servo assistance on the clutch. After 1976, when the French manufacturer gave up control of Maserati, the Citroën-derived parts were gradually replaced by more conventional systems. In 1977 Alejandro de Tomaso purchased Maserati; the Bora was discontinued after a production run of less than 600 cars, while the Merak remained on sale for six more years.

Manufacturer: Maserati

Production": 1972-1983

1830 made

Designer: Giorgetto Giugiaro at Italdesign

Class: Sports car

Body style: 2-door 2+2 coupé

Layout: MR layout

Related: Maserati Bora-Citroën SM

Engine: 3.0 L V6 petrol/2.0 L V6 petrol

Transmission: 5-speed Citroën manual

Frogeye Healey Super Sprite (1995) Engine 1275cc S4 BMC A Series Production 28

Registration Number XDL 183 (Portsmouth for the Isle of Wight)

FROGEYE CAR COMPANY ALBUM

www.flickr.com/photos/45676495@N05/albums/72157663390348961

This is a mighty rare one. Built by the Frogeye Car Company (Isle of Wight) this is a factory built replica of the Austin Healey Sprite Mk.1. They were built exclusively for the Japanese market with full approval from the Healey family. Initially to fulfill an order from Japan for 150 cars, but due to the recession within the Tiger economies and the high costs, demand collapsed, only 50 orders remained and only 28 cars were built, and all but this one went straight to Japan. This car was used as the prototype developement and demonstrator vehicle for the company. Originally registered by the Frogeye Car Company on an cherished number originally allocated local to the builders on the Isle of Wight

The bodyshell is of unstressed heavy duty GRP with Kevlar, on an epoxy coated tubular steel ladder chassis. The engine a 1275cc Oselli tuned BMC A Series with a Chrysler rear axle and Mini brakes

Diolch yn fawr am 65,852,542 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 65,852,542 amazing views, enjoy and stay safe

Shot 17.06.2018 at MTWC (Morgan Three Wheeler Club) Sprint, Curborough Sprint Coarse, Curborough, Lichfield Ref 134-143

The remains of a circa early 1970s British-built Austin-Morris EA public service ambulance w/ bodywork by ‘Wadham Stringer’ coachbuilders, sitting abandoned and neglected in the woods on a country lane near Darlington, County Durham, U.K. The body was made entirely of fibreglass, and every other non-plastic component on this vehicle has long since been removed. All that remains is this bare cracked bodyshell, which after being decommissioned as an ambulance used to be painted light blue (as a mobile grocer shop), and has now deteriorated to “hearing aid beige” bare exposed fibreglass. The vehicle has been siting in this exact same spot for decades.

Examples of abandoned classic vehicles in the wilderness such as this one have become an increasingly rare sight in the United Kingdom nowadays. However, as these pictures prove, they still exist out there in the year 2025.

312110 is the leading four car unit of a twelve car train approaching Colchester, 30th May 1978.

Unit History

The class 312 EMU’s were built in three batches (between 1975 and 1978) for outer suburban passenger services. They were the last class of EMU to be constructed using the Mark II coach bodyshell, and also the last EMU’s built with slam doors. This latter feature contributed to their relatively early withdrawal. 312110 is from the first batch of nineteen units built at York works in 1975/76 for Great Eastern services out of Liverpool Street. It was renumbered 312790 in the early 1980’s and remained on Great Eastern duties until the late 1980’s when it transferred to London, Tilbury and Southend services from Fenchurch Street. It was displaced on these duties by class 357 Electrostar units and was withdrawn in 2003.

Praktica LTL

2403 881116 Eastleigh Weymouth-Waterloo

BR came up with a plan to use the Mklll bodyshell into a modern express EMU and the 442 was the result.

Not the prettiest of trains but definetly a step up from the CIG/VEP Mk1 style of train which predominated at the time.

In true Southern style the motors from the 4Rep's were reused and they were given NSE livery from the off.

Unfortunately, because of their rounded looks, they were given the nickname "Plastic Pigs" which they hardly deserved.

They were brought in to serve the newly electrified route from Bournemouth to Weymouth with a few used on other routes but they plied trade for nearly 20 years on the route before being replaced by the Class 444's.

Here in the early days of the class 2403 is seen passing through Eastleigh with a service from Weymouth to Waterloo on 16th November 1988.

Armstrong Siddeley Sapphire 236 (1956-58) Engine 2309 S6 OHV 85bhp

Production 693 (plus 803 234s)

Registration Number PCJ 531 (Herefordshire)

ARMSTRONG SIDDELEY SET

www.flickr.com/photos/45676495@N05/sets/72157623635543067...

The Armstrong Siddeley Sapphire is a large executive car produced from 1952 to 1960.

The Sapphire 234 and 236, are identical looking cars introduced in 1955, the 234 with a four cylinder 2290cc engine being slightly the more numerous with 803 examples produced to 1958. The 236 is powered by a 2309cc straight six engine, produced until 1957 with a total of 603 cars built.

The four cylinder 234 and the six cyclinder 236 were introduced in 1955,, as executive Sports Saloons sharing the same bodyshell. The 236 has the old Whitley long stroke six cylinder engine. A conventional manual gearbox was available but many were fitted with a Lockheed Manumatic "clutchless" transmission. Overdrive was an option on either transmission This car with an 85 mph maximum was intended to be a quiet, flexible, easy-to-drive saloon and quite a rarity with only 603 produced

Diolch am 75,516,876 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 75,516,876 amazing views, every one is greatly appreciated.

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-351

Engine: 112hp, Peugeot-Citroën "DV6 Monde"1.6 TDi from late 407 & C5, Ford Mondeo, Volvo S40/ V50

Fibreglass bodyshell

Madagascar, Indian Ocean

Subject Description: Like the Union Pacific version, this image has been prepared with a fair slice of artistic licence. I believe that English Electric considered modifying the Deltic prototype for demonstration in the USA but the necessary structural changes (presumably headstock and draw gear) would have been too costly. I could not envisage English Electric succeeding in the American market so decided to finish this version in the colours of Victorian Railways of Australia. It isn't necessarily intended to represent a Deltic, simply a mainline diesel with a Deltic-style bodyshell.

AI Notes: This is a Gemini AI composition based on a locomotive created in Photoshop. Unlike the Union Pacific and the second Victorian Railways versions, there were no problems with relative loading gauges. AI’s choice of ‘Melbourne’ for the station nameboard is curious (03-May-26).

All rights reserved. For the avoidance of doubt, this means that it would be an offence punishable by law to post this image on Facebook or elsewhere (please post a link instead). Follow the link below for an explanation of the terms used to describe my images:

www.flickr.com/photos/northernblue109/6046035749/in/set-7...

Triumph Dolomite (1976-80) Engine 1493cc S4 OHV

Production 70,021 (1500 + 1500HL Dolomites)

Registration Number YPE 438 T (Guildford)

TRIUMPH ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623847263736...

The Dolomite was the final addition to Triumph's small-car range (codenamed Project Ajax), which had started in 1965 with the Triumph 1300. The later model, introduced in September 1970 as the Triumph 1500, featured a remodelled front and rear, styled by Michelotti, and a larger 1,493 cc (91 cu in) engine.

In 1976, with the manufacturer effectively nationalised and following recommendations in the government commissioned Ryder Report, the Dolomite and other similarly bodied ranges were rationalised . Taking over from the Toledo model, the 1300 and 1500 Dolomites featured an identical looking body to the outgoing Toledo, except for the lengthened body which gave the larger boot of the original Dolomites. The 1300 and 1500 base models retained simplified fittings, including single, square, headlamps, basic instrumentation and seats, with the wooden dashboard and carpeting of the Toledo. There was no two-door option as there had been for the Toledo, and the shorter-boot bodyshell of the Toledo ceased production. Standard equipment included reclining front seats, cigar lighter, "fasten seat belt" warning light, driver's door mirror, twin reversing lights and a dipping rear-view mirror. The dashboard design was the same as that fitted to the facelifted Toledo of 1975. There was no overdrive or automatic transmission option. The Dolomite 1500 offered identical specifications to the Dolomite 1300, apart from the seats, but with a 1,493 cc (91 cu in) engine and twin carburettors. Overdrive and automatic transmissions were offered as optional extras.

The more luxurious 1500HL shared the same engine and transmission as the base 1500, and the luxury fittings of the 1850HL the extra spec included a rev counter, volt meter, separate fuel and temperature dials, clock, adjustable steering column and driver's-seat height adjust, head rests, front seat rear pockets, rear centre arm rest and walnut door cappings on all four doors and twin head lights

The new 1500 models replaced the previous front-wheel drive layout with rear-wheel drive, at a time when most manufacturers of smaller cars were concentrating on front-wheel drive cars, this change was widely considered a retro-grade move But left Triumph with a completely rear-wheel drive model lineup and significant cost savings.

Diolch yn fawr am 65,512,986 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 65,512,986 amazing views, enjoy and stay safe

Shot 06.05.2018 at Catton Hall Car Show, Catton Hall, Walton on Trent, Derbyshire Ref 133-597

Chassis n° 4609606

Coachwork by Henri Chapron

- Open headlight version with desirable green LHM hydraulic fluid

- Matching numbers (chassis, body, engine)

- Comprehensively restored to concours condition 1990-1993

- Registered in the UK

Bonhams : The Zoute Sale

Important Collectors' Motor Cars

The Zoute Grand Prix Gallery

Estimated : € 180.000 - 220.000

Withdrawn

Zoute Grand Prix Car Week 2025

Knokke - Zoute

België - Belgium

October 2025

Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.

The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until recently in top-of-the-range models.

In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.

First registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory before it was purchased by our vendor from the Zoute Sale in 2019.

In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in period. It is believed that during the restoration the front of the car was modified from the twin headlamp configuration to the arguably more attractive single 'Frogeye' version. Today, this DS remains in outstanding condition; fastidiously maintained, it is reported to run and drive superbly. Restoration bills are on file. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed. The car is currently registered in the United Kingdom and is being offered with a V5C registration document.

A bare bodyshell.

Porsche Carrera RS, valued by collectors, are considered by many to be the greatest classic 911s all-time. RS stands for Rennsport in German, meaning "racing sport". The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).

(Wikipedia)

- - -

Eine Sonderstellung unter den Urmodellen des 911 nimmt der Carrera RS des Modelljahres 1973 (F-Modell) mit einem 2,7-Liter-Motor ein.

Um die Homologation für den Rennsport zu erlangen, stellte Porsche zunächst 500 Stück dieses Rennwagens in einer Kleinserie her. Der Wagen unterschied sich äußerlich von den anderen 911ern durch seine vorne und hinten ausgestellten Kotflügel, die charakteristisch für alle späteren Carrera-Modelle waren. Der spezielle Frontspoiler hatte für den Ölkühler eine mittlere Öffnung. Das Heck zierte erstmals ein Flügel bzw. Spoiler, der wegen seiner Form Entenbürzel genannt wurde.

Der Wagen war serienmäßig mit den sogenannten Fuchsfelgen in 15 Zoll versehen und als erster Hersteller verwendete Porsche bei dem Modell unterschiedliche Reifendimensionen an Vorder- und Hinterachse: Vorn: 185/70 VR 15; Hinten 215/60 VR 15. Wie beim 911 S war der nun aus Kunststoff gefertigte Tank 85 Liter groß.

(Wikipedia)

Lada 1200 (VAZ-2101) (1970-82) Engine 1198 S4

Registration Number VOY 414 L (London C.)

LADA SET

www.flickr.com/photos/45676495@N05/sets/72157623795811036...

The VAZ-2101 Zhiguli , commonly nicknamed Kopeyka (for the smallest Soviet coin, 1/100 of the Ruble), widely exported to West under the Lada name. The car was a heavily modified and licence-built version of the Fiat 124 tailored for the Soviet Union and much of the Eastern Bloc. The lightweight Italian Fiat 124, had won the European Car of the Year award in 1967, sold under licence for Soviet production it was heavily modified to survive Russian driving conditions Among many changes, aluminium brake drums were added to the rear, and the original Fiat engine was dropped in favour of a newer design made by NAMI with a modern OHC, its suspension was raised and the bodyshell made of thicker, heavier steel with reinforcement in key chassis areas

The VAZ-2101 (1970–1982) was the first of the Lada variants, powered by an 1198cc engine of 59bhp, a maximum speed of 140 km-h (87 mph) nd 0–100 km/h (0–62 mph) in about 20 seconds, the cars had soft suspension for local road conditions. The 2101 (and its first modifications) opened a new era in Russian motoring. Unfortunately, the Togliatti plant could not supply the consumer demand and people had to wait for years to get a chance to buy the car. Exports began 21 February 1971, to Yugoslavia, followed by Finland, Holland and Belgium. Cars were also exported to Cuba, where Raul Castro used one as his personal transport until 2006, Angola and Canada.

The 21012--right-hand drive saloon with the 1,198 cc (73.1 cu in) four, entered production 22 May 1973, for export to Japan, Australia, and Britain (which proved a very successful market). Production of the 1300cc version continued into 1988 when it was replaced by the updated Lada Riva

Note the Lithuanian number plate and battered suit cases on the roof rack

Diolch yn fawr am 72,414,552 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 72,414,552 amazing views, enjoy and stay safe

Shot 05.05.2019 at Catton Park Classic Car Show Ref 141-096

Ultimate Cup Series

Car: LEGEND CAR

Powered by Yamaha 1200/1250cc - Horsepower 122 HP

Drivers: SONNTAG Eric

The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s

It seems familiar, but I am not able to find what make and type this is.

@Curioseum Willingen

@Ascension weekend Traction Avant Nederland 2022

The bodyshells of the Classic and Capri were the same up to the waistline. The Capri was a two door coupe, although the Classic was available in 2 and 4 door versions.

1/43 scale models.

Ford Cortina Mk.V 1.6 litre (1979-82) Engine 1593cc Pinto S4

Registration Number VNC 278 X (Manchester)

FORD UK ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623665118181

The Cortina was launched just ahead of the 1962 London Motor Show, under the project name Archbishop, as either a 1198 cc or 1499 cc as a two or four door saloon or five door estate and the more sporting 1499 cc GT or the Lotus Cortina of 1600 cc Twin Cam. Its Cortina name was inspired by the the name of the Italian ski resort Cortina d'Ampezzo, site of the 1956 Winter Olympics. The Cortina remained in constant production over five generations from 1962-1982

The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.

Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.

The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.

Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).

S package

The replacement for the previous Mark IV S models was an S package of optional extras, which was available as an upgrade on most Mark V models from L trim level upwards. For the final model year of 1982, this consisted of front and rear bumper overriders, sports driving lamps, an S badge on the boot, tachometer, four-spoke steering wheel, revised suspension settings, front gas shock absorbers, Sports gear-lever knob, Sports road wheels, and fishnet Recaro sports seats (optional). Various special editions were announced, including the Calypso and Carousel.

Diolch am 94,407,504 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 94,407,504 amazing views, every one is greatly appreciated.

Shot 28.05.2022 at Smallwood Steam Rally. Cheshire REF 160-199

Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419

Registration Number NVT 277 M (Stoke on Trent)

JENSEN SET

www.flickr.com/photos/45676495@N05/sets/72157624203748256...

The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.

The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.

The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.

The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes

The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.

Diolch am 75,806,081 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 75,806,081 amazing views, every one is greatly appreciated.

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-458

North Western trains Class 230,230005,approaches Berry Lane Crossing,Aspley Guise on the 11:01 Bletchley to Bedford service. The British Rail Class 230 or D-train is a diesel electric multiple unit or battery EMU built by rolling stock manufacturer Vivarail for the British rail network. The units are converted from London Underground D78 Stock, originally manufactured during 1980 by Metro Cammell. The conversion re-uses the D78's aluminium bodyshells with refurbished interiors, the traction motors and bogies, and replaces the four-rail traction-current system with ac traction motors.

Transport for Wales 150245 heads down the Taff Valley approaching Radyr working 2E28, 11:38 Merthyr Tydfil - Bridgend, 10th April 2019.

Unit History

150245 is one of the final batch of 85 two-car class 150 units which were built in 1986/87 with front-end gangway connections and numbered in the range 150201-285. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150245 was initially allocated to Neville Hill and I first saw this unit at Sheffield on the 27th May 1988. This was followed by several years allocated to Norwich for East Anglia branch line duties. On the 1st April 2004, Anglia Railways became part of the new “One” franchise and the Norwich class 150 units were soon transferred away having been replaced by class 156 units cascaded from Central Trains, 150245 being transferred to Arriva Trains Wales.

Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082

Registration Number ARB 569 A (Derbyshire)

WOLSELEY SET

www.flickr.com/photos/45676495@N05/sets/72157623738922097...

The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.

Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.

The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The Mark II version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.

Diolch am 83,935,110 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 83,935,110 amazing views, every one is greatly appreciated.

Shot 25.07.2021 at Beaumanor Hall, Woodhouse, Leic. 148-165

Austin Allegro 1.3 HLS Mk3 (1979-82) Engines 1275cc. S4 Tr.

Registration Number SWK 701 W (Coventry)

AUSTIN ALBUM

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

The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs.

The quartic wheel did not take off, and was dropped in 1974

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

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

Diolch am 97,128,814 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 97,128,814 amazing views, every one is greatly appreciated.

Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-022

MG YA (1947-51) Engine 1250 cc S4 OHV

Production 6158 Saloons (plus 904 YT Tourers)

Registration Number JYK 840 (London)

MG SET

www.flickr.com/photos/45676495@N05/sets/72157623797586658...

The MG Y-Type was produced in two phases, the YA 1947-51 and YB 1952-53 and offered as four-door saloon and limited production open four-seat tourer

Designed as the new MG Saloon with a planned launch date of to join the MG Saloon range of the WA and VA for 1941 but war stopped play, The car was designed by Gerald Palmer and launched as a - lively new car with high standards and performance, priced (Saloon) at £525.0.0 ex works plus purchase tax of £146.11.8d. Palmers design incorporated a Morris 8 Series E, four door pressed steel bodyshell with the addition of a swept tail and rear wings, and also a front end incorporation the MG upright grille, the head lamps were separately mounted while the Morris were integrated into the front wings and it had a separate chassis, bucking the more modern trend towards ‘unitary construction, and an independent front suspension layout. The separate chassis facilitated the ‘Jackall System’, of four hydraulically activated rams

The car was powered by a single carburettor version of the 1,250 cc XPAG engine that went on to power the MG-TC and MG-TD series, developing 46bhp or 54 bhp in the YT Tourer, by virtue of a higher lift camshaft and twin carburettors

In 1952 MG Car Company updated the "Y" Type as the YB with a new Lockheed brake system, 15 inch wheels against the 16 inch of the YA a hypoid type rear axle and an anti-roll bar at the front, allied with tronger shock absorbers, road manners were significantly improved.

The YB was produced until the end of 1953 and the MG ZA Magnette was introduced in 1954.

Diolch am 77,378,592 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 77,378,592 amazing views, every one is greatly appreciated.

Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-972

Ford Escort (5th Gen) 1.8 litre LX Estate (1990-97) Engine 1753cc S4

Registration Number L 57 RPW (Norwich)

FORD EUROPE

www.flickr.com/photos/45676495@N05/albums/72157623665118181/

The Escort Mark V (and Mark III Orion saloon) arrived in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension (instead of the Mark III's fully independent layout). This model however was poorly received by the motoring press, and was panned by journalists for its mediocre driving dynamics and unremarkable styling in early 1992, an all new Zetec 16-valve engine was launched bringing improved driveability, while also marking the return of the XR3i which was available with two versions of the 1.8 L Zetec

Stung by the criticism of the original Mark V, which had remained popular with the motoring public Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort convertible and hatchback's case, a new rear end. A new 1.6 L 16-valve 90 bhp (66 kW) Zetec engine was introduced, replacing the previous CVH. Fuel injection was now standard on all petrol models, and Ford introduced a four-wheel-drive variant of the RS2000,

Diolch am 95,535,109 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 95,359,109 amazing views, every one is greatly appreciated.

Shot 10.07.2022, at Walsall Classic Car Show, Walsall Arboretum, Walsall REF 161-266

MG YB (1952-53) Original Engine 1250 cc S4 OHV

Replacement Engine 1798cc S4 OHV (MGB)

Production 1201

Registration Number 8142 MG (Middlesex)

MG SET

www.flickr.com/photos/45676495@N05/sets/72157623797586658...

Developed pre-war and designed by Gerald Palmer, the new MG small Y Type Saloon was based on Morris Eight Series E four-door bodyshell in pressed steel, with added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp.

The new MG YA was launched in 1947

.

The MG YB launched in 1952 strongly resembling the YA. The "YB" had a completely new Lockheed twin leading shoe braking system, 15 inch wheels and a much more modern hypoid type of back axle. Road holding was also improved by the introduction of smaller 15-inch wheels and the use of an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, Little else was changed about the car, which soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954.

UMG 662

Well known for bestowing the new cars they supplied with `MG' number plates, University Motors of London sold chassis YB0480 to none other than Gregor Grant, the founder and editor of Autosport Magazine. Road registered as `UMG 662' on 26th May 1952, the YB was bought with competition in mind and thus featured a rev counter and twin carburettors. Used as a press car on the 1953 Monte Carlo Rally, it returned as a competitor the following year and successfully completed the event only to be disqualified for not stopping at the last check point. A veteran of numerous other rallies including the Scottish, the MG also went circuit racing; a particular highlight being George Phillips' drive to 3rd-in-class during the Daily Express Touring Car Race at Silverstone on 9th May 1953.

The car was more recently purchased by Gregor Grant with a view to tackling the Monte Carlo Historic Rally though unfortunately regs, considered the term historic to mean from 1956 on. So instead hes been primed for the Monte Carlo Classic rally which the ACM are organising which involves a rally more in the style of the ralllies of the cars period. However a John o Groats strt in January is pretty daunting covering as it does around 2000 miles in 4 days

Diolch yn fawr am 67,629,012 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 67,629,012 amazing views, enjoy and stay safe

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-176

The bodyshell of 92021 arrives at Brush Loughborough, now occupied by UKRL, after its storage at Worksop

(1958-1961)

The Sprite quickly became affectionately known as the "frogeye" in the UK and the "bugeye" in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. This gave the car its appeal as a result of its much loved cute appearance. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport. 48,987 "frogeye" Sprites were made.[6]

The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at MIRA (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.

The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 and Morris Minor 1000 models, also BMC products, but upgraded with twin 1​1⁄8 inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage.

Engine:

1958–1961: 948 cc A-Series I4, 43 hp (32 kW) at 5200 rpm and 52 lbf·ft (71 Nm) at 3300 rpm

_________________________________________________

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

The BMC Competition Department entered Austin Healey Sprites in major international races and rallies, their first major success coming when John Sprinzel and Willy Cave won their class on the 1958 Alpine Rally. In 1959, the Sprite was introduced to the U.S. market by racing and winning its class in the 12-hour race at Sebring. Private competitors also competed with much success in Sprites. Because of its affordability and practicality, the Austin Healey Sprite was developed into a formidable competition car, assuming many variants by John Sprinzel, Speedwell and WSM. The Sebring Sprite became the most iconic of the racing breed of Austin Healey Sprites. Many owners use their Austin Healey Sprites in competition today, fifty years after its introduction.

Source: en.wikipedia.org/wiki/Austin-Healey_Sprite

Hope you’all enjoy ……………….

TRU, No. 950001 is seen passing Spittal Crossing

at Berwick-Upon-Tweed working the 2Z08 from

Slateford Depot - Derby R.TC

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

It was built in 1987 using the same bodyshell as the Class 150/1 Sprinters It was originally classified as a Class 180, but was reclassified into the departmental series. As part of the privatisation of British Rail, it was passed to Railtrack in 1994 and then on to Network Rail in 2002. The unit is formed of two driving motor vehicles.

The unit is currently painted in plain overall yellow livery with Network Rail branding. It mostly works on lines also used by Sprinters and Pacers where the track quality is not good enough for larger and heavier track assessment stock. It is able to operate over most railway lines around Great Britain. The unit is based at the Railway Technical Centre in Derby.

Ford Consul Mk.II (1956-62) Engine 1703 S4 OHV Production 350,244 (all Mk.II)

Registration Number OO 8988 (Essex)

FORD (UK) SET

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

The Ford Consul is a car that was manufactured by Ford of Britain from 1951 until 1962. The name was later revived for a model produced by Ford in both the UK and in Germany from 1972 until 1975.

The Consul Mk.II was launched in 1956, with the Ford code 204E, powered by a 59bhp four cylinder 1703cc engine, and again sharing the same bodyshell as the six cylinder Zephyr.

Both restyled from the stubbier Mk.I, with a longer wheelbase, improved weight distribution and bigger engine helps boost top speed to over 80mph.

The roof profile was lowered in 1959 with the cars now referred to as low-lina and the earlier models retrospectically becoming high-line. The low-line also featured redesigned rear lights and much of the external bright work in stainless steel. Front disc brakes with vacuum servo appeared as an option in 1960 and were made standard in 1961, with the car titled Consul 375 from mid 1961 in order to avoid (unlikely) confusion with the Classic officially the Consul Classic

Diolch am 77,248,910 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 77,248,910 amazing views, every one is greatly appreciated.

Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-919

Lada 1200 (VAZ-2101) (1970-82) Engine 1198 S4

Registration Number VOY 414 L (London C.)

LADA SET

www.flickr.com/photos/45676495@N05/sets/72157623795811036...

The VAZ-2101 "Zhiguli" , commonly nicknamed "Kopeyka" (for the smallest Soviet coin, 1/100 of the Ruble), widely exported to West under the Lada name. The car was a heavily modified and licence-built version of the Fiat 124 tailored for the Soviet Union and much of the Eastern Bloc. The lightweight Italian Fiat 124, had won the European Car of the Year award in 1967, sold under licence for Soviet production it was heavily modified to survive Russian driving conditions Among many changes, aluminium brake drums were added to the rear, and the original Fiat engine was dropped in favour of a newer design made by NAMI with a modern OHC, its suspension was raisedand the bodyshell made of thicker, heavier steel with reinforcement in key chassis areas

The VAZ-2101 (1970–1982) was the first of the Lada variants, powered by an 1198cc engine of 59bhp, a maximum speed of 140 km-h (87 mph) nd 0–100 km/h (0–62 mph) in about 20 seconds, the cars had soft suspension for local road conditions. The 2101 (and its first modifications) opened a new era in Russian motoring. Unfortunately, the Togliatti plant could not supply the consumer demand and people had to wait for years to get a chance to buy the car. Exports began 21 February 1971, to Yugoslavia, followed by Finland, Holland and Belgium. Cars were also exported to Cuba, where Raul Castro used one as his personal transport until 2006, Angola and Canada.

The 21012--right-hand drive saloon with the 1,198 cc (73.1 cu in) four, entered production 22 May 1973, for export to Japan, Australia, and Britain (which proved a very successful market). Production of the 1300cc version continued into 1988 when it was replaced by the updated Lada Riva

Thanks for a stunning 60,597,418 views

Diolch am olygfa anhygoel, 60,597,418 hoblogaeth y Lloegr honno dros y Mynyddoedd

Llongyfarchiadau i Abertawe a Sir Casnewydd ar gyrraedd eu rowndiau terfynol Wembley

Shot 18.06.2017 at Trentham Gardens Car Show, Trentham, Stoke on Trent REF 128-151

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Bond Minicar Estate Mk.G (1961-66) Engine 247cc Single Cylinder Villiers two stroke

Production 3253 (all body styles)

Registration Number JMG 676 B (Middlesex)

BOND SET

www.flickr.com/photos/45676495@N05/sets/72157623759866604...

Last of the line of the Bond Minicar dating back to 1949, originally built by Sharp's Commercial Ltd. until the change of company name to Bond Cars ltd. in 1964, both companies based in Preston. The basic concept for the minicar was derived from a prototype built by Lawrence "Lawrie" Bond, an engineer from Preston and former aeronautical designer for the Blackburn Aircraft Company. Sharp's Commercials was a company contracted by the Ministry of Supply to rebuild military vehicles, seeing the post-war downturn in orders of military vehicles Bond approached the Managing Director of Sharp's, Lt. Col. Charles Reginald 'Reg' Gray, to ask if he could rent the factory to build his car. Gray refused, but said that instead, Sharp's could manufacture the car for Bond and the two entered into an agreement on this basis. The car proved popular in the UK market, where its three-wheel configuration meant that it qualified for a lower rate of purchase tax, lower vehicle excise duty and cheaper insurance than comparable four-wheel cars. The three-wheel configuration, low weight and lack of a reverse gear also meant that it could be driven on a motor cycle licence. In April 1962 the purchase tax rate of 55 percent, which had been applied to all four-wheeled cars sold in the UK since the war was reduced to 45 per cent, in November 1962 it was reduced by another 20 per cent to 25 per cent – the same rate as that applied to three-wheelers. This rapid change meant that at the point of sale, some three-wheelers became more expensive than four-wheeled cars like the Mini, resulting in a sharp decline in sales, from this point and the final Minicar was produced in 1966 by the end of production 24,482 Bond Minicars had been produced

The Mark G was billed as a new line Minicar and proved the final evolution, still based to a large extent on the bodyshell of the Mark F. With a revised shape fibreglass roof, new doors, new windscreen with opening quarter lights and bigger wheels largely transformed the cars appearance. However, although the car was similar in layout to the Mark F, almost everything mechanically about the Mark G was different with very few components carried over. Steel supports around the quarter lights allowed the windscreen to be both more steeply raked and moved forwards to provide more interior room. This also allowed a properly sprung bench-type rear seat to be fitted capable of seating two adults. The front seats were adjustable for position and the passenger side now folded much further forward than on previous models to allow easier access to the rear though the doors were still felt to be too narrow for easy entry.

Production of the Mark G began in August 1961 and initially the Bond 250 G Minicar was the only version available.

Under the bonnet, the car utilised the new Villiers Mk 35A unit designed specifically for the car. A development of the 9E, this incorporated numerous mechanical refinements to improve strength and reliability albeit slightly to the cost of overall power, now rated at 11.5 bhp (9 kW; 12 PS) at 4,500 rpm. Rear suspension was completely revised, with trailing arm units controlled by Armstrong dampers. The rod and cable brake systems of previous cars was also replaced by Lockheed hydraulic brakes acting on all three wheels.

Two further models were added to the range in 1962, the Bond 250 G Estate and the Bond 250 G Ranger. The estate featured a large hatchback, hinged at the roof. Inside, the rear seats could be folded flat reversed (so the passengers faced the rear or removed entirely.On the Ranger version the rear seats and rear side windows were omitted.

Diolch am 75,590,281 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 75,590,281 amazing views, every one is greatly appreciated.

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-379