Northern 150272 stands in the platform at Salford Crescent working 2N58, 10:03 Manchester Victoria - Clitheroe, 13th March 2018. Salford Crescent is a relatively new station opening in 1987 as part of the Windsor link enhancements and I was involved at the time in some of the associated signalling works.

Unit History

150272 is one of the final batch of eighty five class 150 two-car units which were built at York in 1986/87 with front-end gangways. 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. 150272 was initially allocated to Cardiff however it is now allocated to Newton Heath and I first came across 150272 twenty eight years ago at Cardiff on the 19th April 1990.

At about the time 6C25 should've passed me with a 60 up front the delayed Dollands Moor - Irvine china clay slurry hoved into view at Barrow Mill behind Class 92 No.92011.

The Dyson utilises the same Procor bodyshell as the Tug, but that's as close as we got.

A BRCW line up, showing how the basic same bodyshell was used for their 3 products for British Rail. 27056 on the left, 33116 in the middle and visiting 26043 on the right all seen at Loughborough shed on the Great Central railway

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.

Unusually I have no notes for this one, but it would have been early to mid 80s. A pair of rats and a gronk can bee seen stabled at Bletchley

Transport for Wales 150245 departs Pontypridd and heads up the Taff Valley working a late running 2M20, 09:56 Barry Island – Merthyr Tydfil, 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 a number of 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.

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

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.

On a damp Spring day, the doyen Class 312/2 EMU, 312201 was stabled in one of the bay platforms (No.6) under the former LNWR overall roof at Rugby on May 17th 1981. The small Class 312/2 subclass (312201-312204), were built at BREL York in 1976 for use in the West Midlands area, increasing capacity on the busy New Street to Birmingham International route. They used the BR Mk.2 bodyshell and were based on the stylish Class 310 units (093 is just visible alongside in this view), and the Class 312 fleet were the last slam door EMU's built for BR. The four Class 312/2's would eventually transfer to the Great Eastern to join the Class 312/0 & 312/1 fleets. They were withdrawn in 2003/4, well before they were 'life expired'.

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

1970 FIAT 500 L.

Anglia Car Auctions, King's Lynn -

"V5 Present

MoT Exempt

Chassis number: 2645584

"Finished in a very period shade of, we believe, Giallo Positano, this 500L (with the 'L' standing for 'Lusso' meaning 'Luxury') is described by the vendor as having a 'very solid bodyshell'. The sunroof has been rebuilt and new front brakes and wheel bearings have recently been fitted. The engine has been swapped for a spare unit, but the original one comes with the car, although it needs reconditioning. It was also noted during our test drive of the car that it jumped out of first gear.

"The vendor has owned the car, which was registered in December 1970 and currently shows 22,638 miles on its odometer, since he was at school and has worked on it gradually over several years. However, he does report that, at 6ft 3in tall, comfort can be a problem.

"The history folder includes the current V5C document showing four registered former keepers, plus some previous V5C documents. There's some assorted invoices from 2015 to 2021 (including the one for the new black mohair sunroof costing £90) and a collection of photos. The MoT certificates date from 2015 to 2018, with the last one expiring in June 2019. A workshop manual is also included."

Sold for £4968 (including premium) on an estimate of £3000 to £4000.

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.

Sunbeam Stiletto (1967-72) Engine 875cc S4 OC

Registration Number CRO 115 F (Hertfordshire)

Sunbeam ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623847032276...

In order to widen the appeal of the Imp a Coupe version of the Imp was created in 1967. Imp California, The coupe bodyshell is similar to the standard body but features a more shallow-raked windscreen and rear window which, unlike that on the standard bodied cars, can not be opened. The attempt at a more sporty design did not translate into better acceleration or top speed figures and the aerodynamics of the standard saloon are actually slightly better. The new body style made its first appearance at the Paris Motor Show in October 1967, in the form of the Sunbeam Stiletto and Singer Chamois Coupe,

powered by a more powerful 51 bhp., twin-carburettor engine, from the Singer Chamois and Sunbeam Sport variants of the Imp, The coupe body had also appeared, with less powerful engines, in the Hillman Imp Californian announced in January 1967.

The Sunbeam featured servo brakes, late type suspension and quad head lamps, padded facia, leather steering wheel rim. black vinyl roof and radial ply tyres.

Launched as a Sunbeam in 1967 therefore many of the early reliability issues have been ironed out. Produced at Linwood, Scotland with the engine cast in Scotland, built up at Ryton, Coventry and returned to Scotland for fitment, increased cost which hurt its competitiveness against the Mini

Diolch am 83,869,376 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 83,859,376 amazing views, every one is greatly appreciated.

Shot 25.07.2021 at Beaumanor Hall, Woodhouse, Leic. 148-141

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!

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

Former NIR 80 Class diesel electric multiple unit driving trailer No. 749 at Downpatrick on the D&CDR on Saturday 3rd September 2022, where it is preserved.

The Class 80 units were built by BREL using the BR Mark 2b bodyshell and operated in Northern Ireland between 1974 and 2011. Powered by 560 hp English Electric 4SRKT diesel engines, these trains ran in several different configurations during their service life with NIR (2, 3, 4 or 6 cars per set, comprising power cars, trailers, and driving trailers).

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

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

Production 3253 (all body styles)

Registration Number JMB 360 C (Reading)

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 99,700,592 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 99,700,592 amazing views, every one is greatly appreciated.

Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-095

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.

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

Austin Allegro (Ser.1) 1100DL (1973-76) 1098cc S4 Tr.

Registration Number JOP 452 P (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

Thankyou for a massive 58,246,374 views

Shot 30.04.2017 at Catton Hall Car Show REF 125-378

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 FTM 379 L (Luton)

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 78,020,379 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 78,020,379 amazing views, every one is greatly appreciated.

Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1289

.

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.

A bare bodyshell.

This has been at least six years in the making! There’s a photo from about 2021 showing this mid-progress, and due to it being a complete pain to do, riddled with problems and extremely low priority it spent long periods of time just sat around not being worked on.

However in the time since I completed the DOE, I haven’t had any other models in that “almost complete” phase as all my other projects are around the beginning/middle. This left a perfect window for me to overcome the final barriers in getting this into its finished state.

So, err, what is it? It is, in fact, a Wright Pathfinder ‘320’ bodied Scania N113CRL (I don’t know what the 320 signifies) new as part of the very first batch of low floor buses in London. A selection of these were acquired in early 2010 by Dunn Motor Traction, trading as YourBus, to launch a competitive route in Nottingham against the established Nottingham City Transport.

The whole saga of Yourbus I’ll leave for another photo as on this one I’m going to focus on the intricacies of the N113 Pathfinder and the protracted construction of its model. The reason I’ve made this in the first place is because Yourbus just so happened to begin competing on my local route (the 36) and I distinctly remember them from their launch day and being free to ride. The fully branded livery with orange front was extremely short lived and I wanted a model to depict it as I experienced it on the first day.

It’s first worth noting the Scania N113 is a transverse engined chassis usually meant for double deckers. It has a short rear overhang which to replicate, necessitated chopping the rear end off an EFE Wright Renown and shortening it. I have a clear memory of battling my way through it with a junior hacksaw sometime around late 2019/early 2020.

Back then I wasn’t so good at doing models and made a complete hash of shortening the rear – IIRC the left and right sides of the bodyshell broke apart from each other. I did intend to make one of the cuts align with where the rear met the roof, but for whatever reason I then didn’t do that. The stupidest thing I did was use superglue somewhere in my attempts to put it all back together and completely ruin the glazing units.

By that point the window glazing had become the most structurally important part keeping the rear end together so I was just going to have to live with it. To this day I’m not entirely sure what exactly is keeping the back on among all the Milliput and glue and strips of plastic and stuff I bunged it up with 6 years ago. It’s had so many coats of paint over time attempting to replicate the YourBus plum colour that the paint probably also counts as stress bearing.

The front end was done several years after the back, including the unusual single leaf front door that these bodies had. Funnily enough the door, windscreen and cab being free of glue vapour damage makes it look like its working on a cold, damp evening with all the passenger windows fogged and only the demisters keeping the front clear. The only issue is, the first day when they ran free was not cold and damp!

Another benefit of the misted up windows is that it hides the fact that in 2020 I was not bothered about adding interior detail, which is something I would have added had I fully built it within the past couple of years. Plus you can’t see whatever mess I made of trying to fit the interior into the bunged up, shortened rear end. So possibly it has been a blessing in disguise.

The final obstacle was getting all the branding made up, and then printed in such a way that most of the tiny text was at least somewhat legible, and the printed colours matched close enough to the painted colours. That one thing I put off for many months because I knew it’d require a lot of effort doing test prints and adjustments – not to mention my printer is extremely fickle and will not print to a consistent quality from one day to the next!

So here’s RDZ 1714, YourBus 3105, based off how it appeared on 19.2.10 when the new route was free to ride. I don’t think I’ve ever done a model based off a specific DAY before!

Imperial (3rd Gen) LeBaron 2 door Hardtop (1967-68) Engine 440cu in 7200cc Wedge V8

Registration Number GEY 698 E (Age related number, originally allocated for Anglessy)

IMPERIAL ALBUM

www.flickr.com/photos/45676495@N05/albums/72157624941653906

The Imperial name had been used since 1926, but was never a separate make, just the top-of-the-line Chrysler. However, in 1955, the company decided to spin Imperial off as its own make and division in direct competition to Lincoln and Cadillac.

The third generation designed by Elwood Enge lused a two-inch shorter wheelbase, Imperial switched from the body-on-frame platform (D-body) to a unibody platform (C-body platform used in other full-size "Mopars".) The new platform resulted in a significant reduction in weight as well as in exterior and interior dimensions. Though sharing the platform with other Chryslers, Imperial retained a unique bodyshell, its styling maintained t the overall straight-line, sharp-edged Engel theme, but there were many detail changes intended to make Imperial look less like Lincoln. A base Imperial model, simply called Imperial, returned for the first time since 1963, complementing the Crown and LeBaron levels of trim. It was the first four-door pillared Imperial sedan since 1960. New standard features included dual brakes with upfront discs and lane-change blinkers

Diolch am olygfa anhygoel, 63,680,390 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 63,680,390 views

Shot 01.01.2018 at Brooklands, Weybridge, Surrey Ref 132-146

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.

Traction unit OPE1-397, built in 1987, moves down the srawling spoil heaps of the Bogatyr' open cast coal mine, after tipping another load of stone. Ekibastuz, Pavlodar region, Kazakhstan. May the 12th 2024.

Nikkor ED 300mm 1:2.8

These are an early design of mine traction units, utilising both electric and diesel, an electro-diesel based on the VL11/80 bodyshell and constructed by the Rostov electric locomotive factory. Here, the diesel function is seldom if ever used, and the first wagon is a slave traction unit. One of the main problems of these units is the cab design, not suited to the work here where the driver must change ends when the locomotive changes direction, which is of course frequent. So the PE2 type was developed from this in Dnipropetrovsk'. But, all told, 417 of these attractive units were built from 1969 up to 2002, although from 1988 onwards only sixteen were produced!

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)

For 1959, Pontiac dropped the name "Chieftain" and "Super Chief" models for its junior-level series and renamed it "Catalina", while demoting the former top-line Star Chief to intermediate status eliminating the two door Star Chief Catalina, the only hardtop for the Star Chief was the four door hardtop and expanding the Bonneville nameplate to a senior series that included sedans, coupes, convertibles and Safari station wagons.[1]

In the lower-priced Catalina line, Pontiac division advertising placed higher emphasis on the top trimmed two- and four-door hardtops, convertible and Safari station wagons instead of the pillared two- and four-door sedan variants despite the fact that the four-door sedan was the best seller in this line.[1]

The Catalina, though it was the lowest-priced full-sized Pontiac, was priced and trimmed below the Chevrolet Impala due to GM's overlapping price structure formula only a step below the Buick LeSabre and Oldsmobile 88 in trim and appointments but priced about $100 to $200 less. Catalinas also came standard with more amenities than Chevrolet models and included a larger and more powerful V8 engine of 389 cubic inches, compared to the Chevy's six-cylinder or 283 and 348 cubic-inch V8s. Pontiacs also benefited from a much better automatic transmission than their Chevrolet counterparts - the four-speed Hydra-Matic - versus the Chevy's two-speed Powerglide.[1]

Though the basic Catalina started out with a full rubber mat, it could be ordered with full carpeting, glovebox and trunk lights; dual front ashtrays, cigar lighter, glove compartment snack bar (two cup indents on the glovebox door that could be opened for use at drive-in restaurants) were standard, heater-defroster and a choice of cloth and Morrokide vinyl upholstery or expanded Morrokide (all-vinyl trim) optional. Pontiac buyers could add even more trimmings for a few dollars more by ordering the "decor group" which added full wheel covers, deluxe steering wheel, chrome pedal trim plates and more. Also offered from 1962 to 1970 on most Catalina models was the Ventura custom interior (which was a separate model from 1960 to 1961), which included the interior and exterior upgrades offered with the extra-cost decor group option plus a slightly more luxurious interior of cloth or Morrokide trims similar to the costlier Pontiac Star Chief or Executive depending on the year.

The 1959 Pontiacs featured a "split grille", which came about by accident when the styling studio was exploring grille design. Experimentally, a design for a conventional, full width, oval grille, containing horizontal quad headlights, was cut in two and the halves transposed. With the lights remaining at the extremities, this gave the split center, open ended look of the '59 Catalina. Along with the wider body came a 5" wider chassis in which the wheels were moved out towards the fenders. This not only improved the appearance of the car but led to improvements in ride and handling - spawning the term "wide track" ride and handling which Pontiac would use in its promotional efforts for many years to come.

All Pontiacs were powered by various renditions of the new 389 cubic-inch Tempest V8 (which was later renamed from 1961 as the Trophy V-8), which was basically a version of the previous 370 cubic-inch V8 with stroke increased to 3.75 inches (the 370ci was used in 1958-model Pontiacs and based on the Pontiac V8 design introduced in 1955). Catalinas came standard with a 235 horsepower (175 kW) version of the 389 with two-barrel carburetor and 8.6 to 1 compression mated to the three-speed manual transmission. When the optional four-speed Hydramatic transmission was ordered, the standard engine was 280 horsepower (210 kW) version of the same engine with higher 10.5 to 1 compression ratio. Available as a no-cost option with the Hydramatic transmission was the 215-horsepower 389 (dubbed the Economy V8) with 8.6 to 1 compression ratio which burned cheaper regular gasoline, instead of the premium and super-premium fuels required for the high-compression engines, and capable of achieving more than 20 MPG on the highway. Optionally available at extra cost were higher-power versions of the 389 V8 with four-barrel carburetion rated at 283 horsepower (211 kW) with manual gearbox or 303 hp with Hydramatic, a 4-barrel carburetor version with a horsepower rating of 318 hp, or "Tri-Power" options with triple two-barrel carburetors and 330 hp or 345 hp (257 kW).[1]

For 1960, Catalina and other Pontiacs received a minor facelifting of the '59 bodyshell with a new full-width horizontal bar grille similar to the 1930s Cord 810/812 replacing 1959's split grille (for this year only-the split grille returned in 1961) and round taillights. Bodystyles and drivetrain offerings were unchanged from 1959. New to the option list was a "Sportable Transistor" radio that could be used in the car in place of the regular "in-dash" radio or removed from the car for use as a portable with battery power, and the upgraded trim package as a two-door or four door hardtop called the Pontiac Ventura.[1] Also new for 1960 were the optional "Al-Fin" eight lug-nut aluminum wheels with integral brake drums that not only enhanced the car's looks but also provided improved stopping power. Another popular option for performance enthusiasts was the "Safe-T-Track" limited slip differential. In the suspension department the front track was increased from the 59's 63+7⁄8 in (1,620 mm) to 64 in (1,600 mm). In the engine compartment the so-called "gusher type" cooling system (with cooling liquid entering the engine over the exhaust valves, reverse of what is more normally done) was replaced by the so-called "Equa-flow" type (with conventional V-8 cooling configuration). Turn signals were standard, while the A/C was $430 and padded dash was $19. Wikipedia

Catalinas and other 1959 Pontiacs were completely restyled on a new General Motors B-body that was shared by all GM divisions from Chevrolet to Cadillac, replacing the previous A-body utilized for Pontiacs and Chevrolets that was used only for 1958. Twin tailfins, two on each side, were new and only in 1959.[6] Styling highlights include thin-pillar rooflines and greater use of glass for increased visibility. Pillared four-door sedans feature six-window styling, while two-door hardtops were dubbed "bubbletops" due to the large wraparound bubble windshield and thin c-pillar and large rear window; four-door hardtops featured flat-blade rooflines with an overhang past the rear window. Wheelbases were 122" for Catalina and 124" for Star Chief and Bonneville inches, but overall length on Catalina was 7" shorter than Bonneville and Star Chief at 213.7 inches (5,430 mm).

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.

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

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

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

Fibreglass bodyshell

Madagascar, Indian Ocean

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.

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.

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

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

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

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

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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

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

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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

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

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

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.

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

Production (approx) 100

Registration Number C 833 OFV (Preston)

TVR ALBUM

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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

(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

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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 ……………….

When it's not working, it's usually parked facing a wall with the cable for recharging dangling out of a window. However I was in luck today - this is also my first Flickr upload taken on my phone.

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

Registration Number OGS 235 P (Luton)

VAUXHALL ALBUM

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

The FE Series launched as the last of the Victors in 1972 despite appearances the car remained 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 extra 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 recirculating 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 notable difference 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 rear wheel arch, but this was muted as a safety feature complemented 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 Cavalier 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 carburettors the car also received 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 deadening

Diolch am 95,351,213 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 95,351,203 amazing views, every one is greatly appreciated.

Shot 03.07.2022, at Cars in the Park, Beacon Park Lichfield Staffordshire REF 161-203