Sold for £ 2.500

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

The A90 Six Westminster was introduced at the 1954 London Motor Show alongside the smaller A40/50 Cambridge saloon range.

It used the new BMC C-Series 2.6-litre straight-six engine which, with a single Zenith carb, produced 85bhp. Suspension was independent at the front using coil springs and wishbones, with leaf springs and anti-roll bar on the live axle at the rear. The four-speed column-change transmission had synchromesh on the top three ratios.

They were as tough as old boots, and even in period competed successfully on International rallies. Nowadays they remain a long-distance rally car of choice, their eminently tuneable C-series engines able to take lots of punishment, as can the sturdy bodyshell and rugged suspension.

This superb 1956 model registers just over 32.000 miles on the clock, which although unsubstantiated, could well be correct given the superb original condition of the car. Show car or race car – those are the options. What happens next is entirely down to you.

The V5C shows five previous owners, although sadly there is no other paperwork with the car.

We do know that its last MOT took place in 2012, but it has seen so little use over the last 12 years that some recommissioning work is bound to be required, however a few weekends work should have it back to near show condition.

Estimated : € 30.000 - 40.000

Sold for € 48.160

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Genuine Laguna BTCC

- Car probably driven by Alain Menu, 1994 BTCC runner-up

- Kept as if it had just finished its last race

Seeing racing as an excellent promotional tool, Michel Gigou, head of Renault’s UK subsidiary, decided to enter the Laguna in the British Touring Car Championship (BTCC), as soon as the model came out in 1994. Straightaway, it proved faster than the Renault 19 that preceded it and scored several victories in the hands of Tim Harvey and, especially, Alain Menu, who finished second in the championship. The following year, Renault joined forces with Williams and won the Manufacturers’ title, ahead of Vauxhall, Volvo and Ford. A success reaffirmed in 1997, with both the Manufacturers’ and Drivers’ titles (the latter for Alain Menu), thus confirming the qualities of the Laguna BTCC.

The car in the auction today is a genuine Laguna from the 1994 season. It is probably the car used by Alain Menu, whose name appears on the rear windows and which had the racing number 10 that season. Furthermore, that year Menu won two races, tallying with the two small laurel wreath stickers on the right front door. Still fitted with its period running gear, the car is well preserved and appears quite complete, with the exception of the engine and gearbox assembly. It has the Matter bodyshell number 430.

This historic racing car is sure to appeal to those who enthusiastically followed the BTCC races, whose fame extended well beyond the UK borders. Its racing successes also made a major contribution to the sales across the Channel of this comfortable saloon, which could turn into a star on track.

Porsche 911 Carrera RS (1973-74) Engine 2687cc HO6 OC Production 1580

Registration Number RSM 73 M

# 75 Anthony Lucas

PORSCHE SET

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

The Carrera name was reintroduced to in 1973, originally applied to the 356 Carrera and in turn came from Porsche class victories in the Carrera Panamerica races accross Central America in the 1950's. 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 210bhp. With revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wheel arches. In RS Touring form it weighed 1075 kg, 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 required to qualify for FIA Group 4 Class.

49 Carrera RS cars were built with 2808 cc engines

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price.

Shot at the Pomeroy Trophy Silverstone 25th February 2012 Ref 74-475

Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 51 countries (last new country Chile and 32 US states last new State Michigan) Last new overseas visitor France last new US state visitor Michigan

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Though filled with promise, sadly Triumph's tenure in cars was not meant to be after it had been ransacked by British Leyland and its poorly built TR7's. Here we have the end of their legacy, a 1984 Triumph Acclaim which slipped silently off the production line, no pomp, no ceremony, it disappeared out the door, taking the Triumph name with it.

Towards the end of the 1970's, British Leyland was in a state of absolute despair. Shoddy and dated car designs married to biblical unreliability meant the company was facing near meltdown, and obviously came to the conclusion that they needed someone else to take the helm before the ship properly sank. Enter the Japanese, more to the point, Honda!

Since the 1960's, the Japanese had shown the world that they can mass-produce reliable cars, and thus were raking in sales by the million as people turned from their flaky European models to the highly efficient Japanese alternatives. Desperate to stop their market being swept out from under them, European Manufacturers imposed heavy import taxes on Japanese imports so as to try and price them out of the market, which meant builders such as Toyota, Honda and Mitsubishi were losing a fortune. The alternative past this blockade was to combine their efforts with some of the more struggling car companies of Europe so as to create hybrid cars.

And thus the Triumph Acclaim was born!

Based almost solely on the Honda Ballade, essentially all that differentiated it was the Triumph badge, and the fact that the car was built at the Cowley Plant near Oxford using the former production lines of the Austin Maxi. The intention largely was to replace the 10 year old Triumph Dolomite as the 4-door saloon of the company. Unlike the Ballade however, the car did come with much more luxury features as with a Triumph badge, the car was intended to be more higher market than the conventional Japanese equivalent. But most importantly, the car has the distinction of being the first truly reliable British Leyland car (and it only took them 12 years to get it right!)

Basically, the car's major components were built in Japan and shipped to Cowley, where they were placed into the locally built bodyshells. Build quality was very good too, with the leaky panels and rough ride seemingly absent, and holds the record for the fewest warranty claims on a British Leyland car. However, Japan may have shown Europe how to build a reliable car, but they didn't know how to build a car that didn't rust. Much like it's Japanese counterparts, the Acclaim rusted like crazy. In Japan this was seen as planned obsolescence, with the intention being that a new model would replace it in two or three years time. But in Britain, cars are built to last, with models going unchanged almost completely for years and even decades. Examples being the Mini, which didn't change in any way, shape or form between its launch in 1959 and its demise in 2000!

But still, despite the terrible rusting problem, the car's reliable nature resulted in 133,000 cars being sold, and became the first Triumph to be within the Top 10 highest selling cars since 1965. However, in the end the Acclaim's show of being a good, reliable car was merely a testbed for the variety of other Japanese style products British Leyland intended to push in the near future. After only 4 years of production, the Triumph Acclaim was shelved in 1984 along with many other British Leyland products such as the Austin Ambassador and the Morris Ital so as to rationalise the company into a small number of highly reliable machines based off the Triumph Acclaim's Japanese based success. From the Acclaim, the Rover 200 was a direct descendant, being based heavily on the next generation Honda Ballade, but also spurring from this plucky car was the mechanicals of the Austin Maestro and Montego.

The ending of Acclaim construction in 1984 also brought the end to the Triumph badge itself on motorcars. Although Triumph still exists on motorbikes, the car division has long since perished, together with Austin and Morris. As for the Acclaim itself, it is truly one of those rarities you won't find everyday. Today only 488 are left, which, although much more than the remaining Ital's and Ambassadors of the same period, is still a very low number. But even so, the Triumph Acclaim did show British Leyland how to make a reliable machine, even though it technically wasn't a British machine in the first place!

Originally conceived by British Leyland, the Metro was built to similar principals as those of the Mini it was intended to replace, with a small, practical platform with as much use available to the passenger as was possible. The car came under various initial guises, including the Austin Metro, the Austin miniMetro, the Morris Metro van and the MG Metro, a version of the car with a 1.3L A-Series Turbo Engine.

Although the car was launched in 1980, development of a Mini replacement had dated back to the beginning of the 70's. Dubbed ADO88 (Amalgamated Drawing Office project number 88), the Metro was eventually given the go ahead in 1977, but wanted to have the appeal of some of the larger 'Supermini' (what a contradiction in terms) cars on the market, including cars such as the Ford Fiesta and the Renault 5. Designed by Harris Mann (the same guy who gave us the Princess and the Allegro), the car was given a much more angular body for the time, but despite its futuristic looks did share many features of the earlier Mini, including the 675cc BMC-A Series engine that dated back to 1959, and the gearbox. Initial cars also included the Hydragas Suspension system originally used on the Allegro and the Princess, though with no front/rear connection. The car was also built as a hatchback, which would eventually be a key part of its success as the Mini instead utilised only a small boot.

The Metro was originally meant for an earlier 1978 launch, but a lack of funds and near bankruptcy of British Leyland resulted in the car's launch being pushed back. This delay however did allow the folks at Longbridge to construct a £200m robotic assembly plant for the new Metro line, with the hope of building 100,000 cars per year. Finally the car entered sales 3 years late and got off to quite promising initial sales, often being credited for being the saviour of British Leyland. The Metro was in fact the company's first truly new model in nearly 5 years, with the 9 year old Allegro still in production, the 1980 Morris Ital being nothing more than a 7 year old Marina with a new face, and the 5 year old Princess not going anywhere!

As mentioned, an entire myriad of versions came with the Metro, including the luxury Vanden Plas version and the sporty MG with its top speed of 105mph and 0-60mph of 10.1 seconds. Eventually the original incarnation of the car, the Austin Metro, went on to sell 1 million units in it's initial 10 year run, making it the second highest selling car of the decade behind the Ford Escort. However, like most other British Leyland products, earlier cars got a bad reputation for poor build quality and unreliability, combined with the lack of rustproofing that was notorious on many BL cars of the time.

The show was not over however, as in 1990 the car was given a facelift and dubbed the Rover Metro. The 1950's A-Series engine was replaced by a 1.1L K-Series, and the angular bodyshell was rounded to similar principals as those by acclaimed styling house Ital to create a more pleasing look for the 90's. This facelift, combined with an improvement in reliability and build quality, meant that the car went on to win the 'What Car?' of the Year Award in 1991.

In 1994 the car was given yet another facelift, with once again a more rounded design and removal of the Metro name, the car being sold as the Rover 100. Engines were once again changed, this time to a 1.5L Peugeot engine and more audacious colour schemes were available for the even more rounded design of the new car. However, the car was very much starting to look and feel its age. Aside from the fact that the design dated back to 1977, the new car was not well equipped, lacking electric windows, anti-lock brakes, power steering, or even a rev counter! In terms of safety, it was very basic, with most features such as airbags, an alarm, an immobiliser and central locking being optional extras.

Eventually the curtain had to fall on the Metro, and in 1997, twenty years after the initial design left the drawing board, it was announced that the car would be discontinued. Spurred on by dwindling sales due to lack of safety and equipment, as well as losing out to comparative cars such as the ever popular Ford Fiesta, VW Polo and Vauxhall Corsa, with only fuel economy keeping the car afloat, Rover axed the Metro in 1998 with no direct replacement, although many cite the downsized Rover 200 a possible contender. Stumbling blindly on, the next car to fill the gap in Rover's market was the 2003 CityRover, based on the TATA Indica, which flopped abysmally and pretty much totalled the company (but that's another story).

In the end only 2,078,000 Metro's were built in comparison to the 5.3 million examples of the Mini that it was meant to replace. The main failings of the Metro were down to the fact that the car was too big compared to the Mini, and the rounded old-world charm of the Coopers and Clubmans was replaced by the angular corners. Because of this the car simply didn't have the novelty that the Mini continued to claim even 20 years after the first ones left the factory, and the Mini would even go on to outlive the Metro by another 2 years, ending production in 2000, then going on to have a revival in the form of BMW's New Mini Cooper that's still being built today. Unlike the Mini, the Metro also failed to conquer the international market in the same way, scoring its 2 million units pretty much in Britain alone, although some cars were sold in France and Spain, but only to the total of a few hundred.

The Metro however survived only on fuel economy and its spacious interior, but by the early 1990's, whilst other car manufacturers had moved on leaps and bounds, Rover continued to be stuck in the past with not the money or the enthusiasm to change what was a terribly outdated and extremely basic car. Towards the end the Metro, which had only a few years earlier won awards for its practical nature, was ending up on lists for Worst car on the market.

Today however you can still see Metro's, later editions are especially common on the roads of Britain. Earlier models built under British Leyland have mostly rusted away and are apparently only down to about a thousand nowadays, but the Rover 100's and Rover Metros continue to ply their trade, a lonely reminder of how here in Britain, we can never ever seem to move on!

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Class 442. 2404. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Operating the 1D92 1515 London Victoria to Gatwick Airport service. Seen departing London Victoria Station.

These units were new to the South Western division of Network SouthEast operating services from London Waterloo to Weymouth. These were withdrawn from South West Trains and eventually transferred to Southern Railway to primarily operate the Gatwick Express services.

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

Skoda Felicia (1994-2001) Engine 1289cc S4

Registration Number W 597 HGV

SKODA SET

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

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

A big thankyou for 21 million views

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

Volkswagen Golf GTi Mk.2 (1983-92) Engine 1781cc S4 8v Production 6,000,000 (all Golf Mk.2's)

Registration Number J 785 NBA (Manchester)

VOLKSWAGEN SET

www.flickr.com/photos/45676495@N05/sets/72157623738785355...

The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.

The successful hot GTi model was continued with the Mk2 as a sporty 3- or 5-door hatchback. , it featured a naturally aspirated Bosch K-Jetronic fuel injected 1,781 cc Inline-four engine developing 110bhp, joined in 1986 by the Golf GTi 16v with output increased to 137bhp the model was marked by discreet red-and-black "16V" badges front and rear In 1990, like the Golf, the GTI was given a facelift, and the "Big Bumper" became standard on all GTIs

1990 also saw the arrival of GTi G60 featuring the 8v 1.8 with a G60 supercharg

Many thanks for a fantabulous 35,664,800 views

3hot at The AMOC Meeting, Oulton Park, Cheshire 16:05:2015 Ref 106-154

Lada 1200, officially VAZ-2101 is a compact sedan car produced by AvtoVAZ from 1970 to 1989. VAZ was founded in the mid-1960s as a collaboration between Fiat and the Soviet government, and the 2101 was its first product. The 2101 is a re-engineered version of the Fiat 124 tailored for the nations of the Eastern Bloc, but was widely exported to the West as a budget "no-frills" car. Known as the Zhiguli within the Soviet Union, the main differences between the VAZ-2101 and the Fiat 124 are the use of thicker gauge steel for the bodyshell, an overhead camshaft engine (in place of Fiat's OHV unit), and the use of aluminium drum brakes on the rear wheels in place of disc brakes. Early versions of the car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, and an auxiliary fuel pump. AvtoVAZ was forbidden from selling the car in competing markets alongside Fiat 124; however, exports to Western European nations began in 1974 when the 124 was discontinued in favour of Fiat's newer model. The 2101 was sold in export markets as the Lada 1200, Lada 1300 and Lada 1200S until 1989.

Veterán járművek találkozója Mindszenten, 2013. június 8-án. Barátom 40 éves autójával mi is részt vettünk a felvonuláson, előtte pedig megörökítettem a kiállított járműveket.

A veteran vehicle show at Mindszent, Hungary, on June 8, 2013. We participated in the parade with my friend's 40-year old van, but before that I made a series of pictures of the exhibited beautiful old vehicles.

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

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

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

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

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

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

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

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

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

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

E9

Bonhams : the Zoute Sale

Estimated : € 240.000 - 300.000

Sold for € 178.246

Zoute Grand Prix 2018

Knokke - Zoute

België - Belgium

October 2018

1973 was a landmark year for BMW, for not only did the German manufacturer power Jean-Pierre Jarier to the European Formula 2 Championship, it also captured the European Touring Car Championship using one of the most iconic racing 'saloons' of modern times: the 3.0 CSL, known popularly as the 'Batmobile'.

BMW had returned to six-cylinder power for its range-topping models in 1968 with the launch of the 2500 and 2800 saloons. Also new was the 3.0 CSL's forerunner, the 2800CS coupé, though the latter's running gear had more in common with the existing, four-cylinder 2000C/CS. The introduction of the similarly styled 3.0-litre CS in 1971 brought with it numerous improvements, including four-wheel ventilated disc brakes, and with 180bhp on tap the model was good for around 130mph. For racing purposes there was the lightweight 3.0 CSL.

Visually indistinguishable from its more 'run of the mill' relations, the CS and CSi, the 3.0 CSL (Coupé Sport Leicht) was creative homologation at its best. The BMW engineers' solution to the marketing department's requirements was to develop a limited production run 'homologation special' to meet the constrictive framework of the Group 2 racing class regulations. By removing the trim; using thinner steel for the main bodyshell; aluminium alloy for the doors, bonnet and boot lid; and Perspex for the side windows a valuable 300lbs (136kgs) in weight was saved – 'Leicht' indeed.

Homologated initially with a fractionally over-bored (3,003cc) engine (enabling it to compete in the over 3-litre class) the 3.0 CSL came with 206bhp for road use and well over 300 horsepower for the track. In 1973 the engine's stroke was increased, upping capacity to 3,153cc (nominally 3.2 litres) and from mid-season onwards the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University, which consisted of a front chin spoiler, large rear wing and various other devices. Illegal for road use in Germany, the wings were left in the boot for final installation after purchase.

Thus equipped, the Batmobiles were able to defeat the previously all-conquering Ford Capri RS2600s, Toine Hezemans capturing the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-driving one to a class win at Le Mans that year with Dieter Quester. Ford bounced back in 1974 but from 1975 onwards the BMW Batmobiles won five consecutive European Touring Car Championships, a quite unprecedented run of success.

This original, left-hand drive BMW 3.0 CSL Batmobile is offered fresh from extensive recommissioning and restoration. According to BMW, chassis number '2275537' was manufactured on 25th September 1973 and delivered on 2nd November 1973 to the UK importer, BMW London Ltd. The original colour was Polaris metallic, paint code 060.

In 1975, the car was purchased by the lady vendor's father, a Dumfries garage proprietor, having been first registered in the UK in October of that year. Its owner drove the BMW for circa five years, servicing it himself. Since 1980, the car has sat in his workshop, and over the years was dismantled with a view to restoring it. The current odometer reading is circa 57,279 kilometres (approximately 35,600 miles) which in view of the car's lengthy period of inactivity is believed genuine.

Early in 2018, the Batmobile was delivered to Classic Restorations (Scotland) Ltd in Alyth as a bodyshell and crates of parts, to be rebuilt. We are advised that the works included a complete engine overhaul: new cylinder head, pistons, bearings, chains, etc. In addition, the suspension and brakes were completely overhauled with all components cleaned and powder coated prior to re-assembly. Other components renewed include the clutch; clutch and brake master cylinders; metal brake pipes and hoses; radiator; alternator; distributor; exhaust system; and tyres.

The bodywork has had some small patches welded to the inner wheelarches, which have been sealed and coated with 3M Body Schutz (in black). The rear spoiler has been stripped, repaired, and partially repainted (the body had already been repainted in the original silver colour). The interior has been re-upholstered and the carpets and headlining renewed using new original BMW material throughout. Accompanying paperwork consists of sundry restoration invoices and photographs; current MoT certificate; and a UK V5 registration document.

With only some 110 Series 1 Batmobiles produced compared to over 19,000 standard CS/CSi models, these 'specials' will always be rare and today this ultimate BMW coupé is highly sought after.

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

Named after Tazio Nuvolari, Italy's leading prewar racing driver, who drove it in the 1947 Mille Miglia, this "speeder" was given a very original style under the direction of Giovanni Savonuzzi, Cisitalia's chief engineer from 1945 to 1948. It has an all-aluminum bodyshell and its streamlined fins are barely noticeable on the rear mudguards. The Museum's exhibit is one to the 10 or so that still remain out of the approximately 20 built from 1947 to 1948.

The Big Five - Presenting the European National Motormuseums

Museo Nazionale dell'Automobile - Turin, Italy

Interclassics Brussels 2017

Brussels Expo

Belgium

November 2017

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

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

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

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

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

www.lamborghini.com

from the concours' program

TVR Tuscan V6 (1969-71) Engine 2994cc V6 Ford Essex Production 101

Registration Number TGW 125 L (London)

TVR ALBUM

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

The TVR Tuscan was introduced in 1967 as the Tuscan V8 (4727cc and 4942cc) and V6 (2994cc) forms, and was the second TVR introduced during the Martin Lilley era,

The V8 was introduced in 1967 powered by a 4727cc V8 Ford Windsor engine similar to that of the Ford Mustang with 271bhp, and a top speed of 155mph. The V8 was redesigned in 1970 as wide body Tuscan V8 (LWB SE) featured a restyled body shell that gave a preview to the upcoming M-series body style. The widebody Tuscan was powered by the larger 302 cu in (4,942 cc) version of the small block Ford V8, with a total of only 10 cars produced. Most of the Tuscan V8s were sold in the United States, with only the occasional vehicle being built with right-hand drive for the home market.

The V6 was launched in mid 1969, to provide a mid range performance car. Powered by a Ford Essex V6 engine of 2994cc (with 138bhp) as used in the Ford Zodiac and Ford Capri 3 litre. The V6 had front disc and rear drum brakes rather than the all round discs of the V8 cars, and used the same narrow bodyshell and chassis as the four-cylinder Vixens. Though it did, , receive the same Salisbury differential as the Tuscan V8 The V6 was not exported to the US due to the Essex engine not meeting US emission requirements, therefore most of the 101 cars produced were RHD for the home market.

Diolch am 86,176,587 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 86,176,587 amazing views, every one is greatly 7appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-340

Cod. 4179.

Fiat Tipo (1988-1995).

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

Escala 1/43.

Bburago.

Made in Italy.

Años 1990-1995.

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

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Fiat Tipo

From Wikipedia, the free encyclopedia

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

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

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

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

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

(...)

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

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

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

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

(...)

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

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

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

(...)

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

Fiat Tipo

Manufacturer

Fiat

Production

1988–1995

Assembly

Cassino – Piedimonte S. Germano (Frosinone), Italy

Pomigliano d'Arco, Italy (1989-1990)

Betim, Brazil

Bursa, Turkey (Tofaş)

Designer

Ercole Spada (I.DE.A Institute)

Class

Small family car (C)

Body style

3/5-door hatchback

Layout

front-engine, front-wheel-drive

Platform

Type Two platform (Tipo Due)

Related

Fiat Tempra

Fiat Coupé

Alfa Romeo 145 and 146

Alfa Romeo 155

Lancia Dedra

Lancia Delta

Zastava Florida

Engine

1.1 L I4

1.4 L I4

1.6 L I4

1.7 L I4

1.8 L I4

2.0 L I4

1.7 L diesel I4

1.9 L diesel I4

1.9 L TD I4

Transmission

5-speed manual

CVT (Selecta)

4-speed automatic

Dimensions

Wheelbase

2,540 mm (100.0 in)

Length

3,958 mm (155.8 in)

Width

1,700 mm (66.9 in)

Height

1,445 mm (56.9 in)

Curb weight

1,020–1,230 kg (2,250–2,710 lb)

Chronology

Predecessor

Fiat Ritmo

Successor

Fiat Bravo/Brava

Source: en.wikipedia.org/wiki/Fiat_Tipo

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

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

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

Design

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

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

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

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

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

Initial model and first additions to range

Rover 2300 6-cylinder engine, in situ in SD1

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

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

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

[Text from Wikipedia]

Something of a bitsa this one, with a later 4dr bodyshell converted to a pickup. And a later diesel engine too...

Seen in the rather wet pits at Foxhall Raceway, 25/08/14.

Fleet / Reg: GMT 6335 (AEN 335 C)

Chassis: Daimler Fleetline CRG6LX

Body: East Lancs lowheight

Model: Alkit hand built model

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

When older batch Hot Wheels disappear from the usual retailers, the U.S. sourced long card versions appear in places like Poundland which makes getting stuff like this Morris Mini easier. Although not as well cast as its Matchbox equivalent, there is a great sporty look to this with its flared arches and seriously good livery. I'm not sure what the purpose of having a bodyshell which lifts off from the baseplate but maybe the kids like it! LOL.

Good to see the Morris marque used to. Mint and boxed.

W111

Bonhams : the Zoute Sale

Estimated : 375.000 - 425.000

Unsold

Zoute Grand Prix 2019

Knokke - Zoute

België - Belgium

October 2019

"If you feel obligated to ask about the price you not only will never understand the car, you have branded yourself incapable of ever appreciating its virtues even if someone gave you one." – Car & Driver on the Mercedes-Benz 280SE 3.5.

The fact that the esteemed American motoring magazine felt compelled to remark on the 280SE's price is understandable when one considers that at $13,500 in 1970 it was not only $3,500 more than that of the equivalent Mercedes-Benz sedan but also more than double that of a Cadillac Deville Coupe!

The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus, the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition. The new V8 engine had particularly smooth-running characteristics and endowed the 280 SEs with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, air conditioning, power windows, and a stereo radio as standard.

Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1959 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much-admired body style, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

One of 1,232 Cabriolets produced, this Mercedes-Benz 280 SE 3.5 has the desirable floor-shift gearbox. This car was delivered new to the Cremer family in Schwarzenfeld, Germany and was first registered on 6th July 1971. The car later changed hands officially but stayed in the family, moving to Dr Gottfried Cremer in 1982 while keeping the same registration, 'NAB-L403'.

Sold to a Mr Seekamp in Bremen in 1987, the Mercedes was purchased in 1999 by a Mr Wolfram Kruse, remaining in Germany. In 2007 the car was re-sprayed in a darker shade of blue and then in 2014 was sold to the current owner who returned it to its original and striking light blue colour scheme.

The accompanying DEKRA inspection/taxation report of 2017 confirms the Cabriolet's excellent condition and makes the following observation: "The car seems to have been restored to a very high standard with a recent professional re-spray in the original colour scheme, seemingly to excellent standard. Paint is hard to fault with a very good finish, paint thickness shows uniform results."

The report found the interior to be "lovely presented, with beautifully patinated seats and new carpets. Original dashboard and revised/restored correct switch gear (in working order). The dark blue soft top is new."

The engine started and ran instantly with no heavy smoke, and the report's overall conclusion was that the Mercedes had been restored to the highest standards, was presented in excellent condition, and was ready to be used.

2007 #18/180 Custom ´64 Galaxie.

2007 New Models (18/36).

Hot Wheels.

Escala 1/64.

Made in Malaysia.

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

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

Custom '64 Galaxie

Debut Series

2007 New Models

Produced

2007 - Present

Designer

Phil Riehlman

Number

K6150

Description

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

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

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

More info:

hotwheels.wikia.com/wiki/2007_New_Models

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

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1964 Ford Galaxie

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

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

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

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

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

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

Source: www.dearbornclassics.com/galaxie.html

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Ford Galaxie

From Wikipedia, the free encyclopedia

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

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

(...)

Second generation 1960–1964.

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

(...)

1961

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

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

(...)

1962

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

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

(...)

1963

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

(...)

1964

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

(...)

Source: en.wikipedia.org/wiki/Ford_Galaxie

The forlorn bodyshell of Class 73/1, 73 134 "Woking Homes 1885 - 1985" stands in its long-term resting place outside the Brush works at Loughborough.

Having been used as a spares donor for the 73/9 rebuilds done at Brush, the future remains unclear for 73134 (or what's left of it).

1968 MGB roadster.

Last taxed in March 2006.

Anglia Car Auctions, King's Lynn -

"Chassis number: GHD4157381F

Recently removed from storage, this car was owned by the last registered keeper from 1990 who undertook a nut and bolt restoration using a new Heritage bodyshell. Described as a "labour of love", it was completed in June 1991 and used on dry days only, covering just 3,710 miles before being placed in storage in 2005 following his wife's passing. The last MoT certificate issued in 2004 records 3,612 miles. It comes with an old style V5, detailed restoration photos and a large quantity of invoices, MoTs dating from 1991 to 1996 and spare keys."

Sold for £8904.

Direct Rail Services class 57/3 no. 57304 'Pride of Cheshire' sits in the thunderbird siding at Crewe on 07th September 2014 awaiting it's next turn of duty.

The first Class 57s were built in 1997 for Freightliner, a Class 47 bodyshell was taken, stripped, rewired and then fitted with an EMD engine. In 2002, 12 further Class 47s were converted to 57s for Virgin Trains, these were numbered 57/3 and fitted with ETH. In 2003, four additional locos were ordered for dragging Pendolinos, these were fitted with Dellner couplings from new and the remainder of the fleet was retrofitted with Dellners in the same year. DRS now operate the majority of the class 57/0 and 57/3. Network Rail operate some Class 57/3s, First Great Western operate the Class 57/6 fleet and West Coast Railways operate a fleet of 57/0, 57/3 and 57/6.

The Meteor, Monarch cars and Mercury trucks first appeared

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

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

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

not to mention whopping sales and excise taxes that added

almost 20 percent to the sticker prices across the border.

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

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

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

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

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

For 1961, Mercury underwent a major transformation of its model line. In a transition from 1957 to 1960, Mercury again shared a bodyshell with a divisional counterpart, shifting from Edsel to Ford, with the Monterey becoming the equivalent of the Ford Galaxie. The Montclair and Park Lane were discontinued, shifting the Monterey from the base-trim Mercury sedan to its flagship, slotted above the newly introduced Mercury Meteor (as with the Comet, intended as an Edsel before the discontinuation of the division). One of the first examples of downsizing, by adopting a common chassis and body with Ford, the Monterey lost six inches of wheelbase, nearly two inches of width, and over 4 inches of length; dependent on powertrain, the 1961 Monterey shed over 300 pounds of curb weight. At 120 inches, the Monterey was given a 1-inch longer wheelbase than the Galaxie.

The Monterey was offered in four bodystyles, including two and four-door hardtops, a four-door sedan, and a two-door convertible. Sharing its roofline with the Galaxie (except for the Starliner fastback), the Monterey differed primarily by its grille; in place of two large taillamps, Mercury used six small taillamps. While slightly more adorned than its Galaxie counterpart, the Monterey continued to adopt more subdued styling, shifting chrome trim nearly entirely to the front and rear fascias and the roofline.

Shared with the Ford Galaxie, the Monterey again received the 292 cubic-inch Y-block V8 (175 hp), with the option of 352 and 390 cubic-inch FE V8s (220 hp and 300/330 hp, respectively). As before, 3-speed manual and 3-speed automatics were offered, with a 4-speed manual becoming an option.

Sold for £ 2.500

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

Launched in 1958 at the Paris Autoshow, the new Humber Super Snipe was the first large Rootes Group car to use a monocoque bodyshell, replacing the pre-war design of its outmoded predecessor.

Losing its big separate wings of old in favour of a more modern unitised chassis and body, the new design was heavily influenced by the 1955 Chevrolet and was claimed to be the largest bodyshell built in the UK at the time – a strange boast but one which the marketeers thought significant.

Initially sold with a 2,6-litre 112 bhp straight-six, a year later the Series II arrived with an improved 129 bhp 3-litre unit which took the car’s top speed over the ton - not that its customers would have approved of such behaviour. Beautifully appointed with a build quality second to none, they were popular with bank managers and Government Ministers who needed to look sober and responsible - the Snipe couldn’t have fulfilled the task better.

Offered in a bewildering range of sub-models and face-lifts, these large Snipes were superbly engineered, but their rather formal image left them trailing in the wake of their more rakish competitors such as the Rover P5B and Ford Zodiac and they never proved as popular which is a shame as they are fine cars indeed.

This lovely mid-green Series II, with its luxurious leather upholstery has had 11 previous keepers according to the accompanying V5C. Its registration number is non-transferable and it has covered 4.200 miles since 2006 according to the DVLA MOT history. It’s most recent MOT expired in February 2013 and the car has covered only a handful of miles since then, the odometer showing a total of 82.792 miles with insufficient paperwork to prove its validity.

We have had the car running since its arrival onsite, although bidders are advised that the brakes are non-operational so we have been unable to drive the car.

The final major facelift for the GT6 came in 1970, to make the MK3. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end. Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. This was a modification of the swing axle rear suspension used on the lesser Herald-derived models, with the transverse leaf spring mounted on a pivot, eliminating roll stiffness at the rear, and thus greatly reducing the jacking effect under cornering loads. To compensate for this loss of roll stiffness, a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. There was still a fairly comprehensive options list, but the "knock-on" wire wheels were no longer available. The unladen weight increased slightly to 2,030 lb (920 kg)

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

(Wikipedia)

- - -

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

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

(Wikipedia)

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

Registration Number UAP 677 H (East Sussex)

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 later

Diolch am 82,954,259 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 82,954,259 amazing views, every one is greatly appreciated.

Shot 17.07.2021 at Shelsley Walsh (Classic Nostalgia), Worcestershire 147-134

What a great looking bodyshell. I wonder if any survive? Scanned from the February 1971 issue of Hot Car magazine.

The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.

Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.

If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.

This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.

Coachwork by Heuliez

Renault 25 Phase 1 converted into Phase 2

Estimated : € 8.000 - 12.000

Sold for € 20.468

The Renault Icons

Auction - Artcurial

Renault Manufacture

Flins-sur-Seine

Aubergenville - France

December 2025

- Rare armoured version

- Particularly luxurious finish and equipment

- Used by Raymond Lévy, CEO of Renault

Keen to add a luxurious, extended-wheelbase version of the 25 to its range, Renault turned to the coachbuilder Heuliez, based in Cerizay, which had experience of working on models for other manufacturers. The version produced by Heuliez, which was lengthened by 23cm from the B-pillar back, was presented at the 1984 Paris Motor Show as the Renault 25 Limousine. Entirely built by Heuliez, some 830 Limousines were produced, making it a rare model.

The Limousine presented here is even more exceptional, as it is an armoured version with a reinforced bodyshell and special glazing, used in period by Raymond Lévy, Renault’s CEO. It should be noted that the vehicle registration document does not mention the armouring and that there has been no change to the gross vehicle weight rating.As well as having additional space and a small folding seat fitted as an extension to the centre console and facing the rear passengers, it features all the refinements specific to this very up-market model: separate rear seats in quilted leather, footrests, special lighting, wide armrests and special storage compartments ...

Externally, it is a phase 1 model which has been converted into a phase 2 version by replacing the front of the car; the Heuliez logo appears on the wide central pillar and the front bumper is fitted with two small flag holders, but the wheels (apparently from a Safrane) aren’t consistent with the original model. Its history file includes a note from the communications department, allocating the car in October 1995 to the Heritage department, although at the time it was still in the management car pool. We know that in June 1993 it had covered 45,151km. The odometer was reset to zero when the car was partially restored, and it still has its original registration document from 26 September 1985 in the name of ‘RNUR’ (the state-owned holding company for Renault) as well as its original registration number 7704 NK 92.

In decent condition and needing a service before being driven again, this very special Renault 25 will certainly appeal to lovers of rare and original models.

- Delivered new in France

- Automatic transmission

- Owned by Bernard Fornas since 2013

- Only 7.500 kilometres recorded

Bonhams : The Zoute Sale

Important Collectors' Motor Cars

The Zoute Grand Prix Gallery

Estimated : € 45.000 - 65.000

Sold for € 49.450

Zoute Grand Prix Car Week 2025

Knokke - Zoute

België - Belgium

October 2025

With E-Type sales falling and an outright ban on convertibles looming in its most important export market – the USA – Jaguar addressed the problem of defining its successor as the 1960s drew to a close. Code named 'XJ27', the car that would evolve into the XJ-S was styled by Malcolm Sayer (the man responsible for the E-Type) under the fatherly eye of Jaguar boss, Sir William Lyons.

Conceived as a comfortable and long-legged Grande Routière, rather than an out-and-out sports car like the preceding E-Type, the XJ-S made use of the Jaguar XJ6/XJ12 saloon platform and running gear. Shorter in the wheelbase than its saloon siblings, the XJ-S debuted at the 1976 Frankfurt Motor Show as a V12-powered coupé with six-cylinder and soft-top versions following in the 1980s, the expected ban on open cars having failed to materialise.

One of the most important developments in the evolution of the V12-powered XJ-S was the introduction of the HE (High Efficiency) engine in 1981. Incorporating a new 'Fireball' cylinder heads, designed by Swiss engineer Michael May, this more fuel-efficient unit enabled the top-of-the-range XJ-S to meet tighter worldwide emissions legislation. Combined with a higher (2.88:1) final drive ratio, the result was an improvement in fuel consumption of up to 20% at some engine speeds. It is worth noting that that figure applied to the automatic transmission version, which with a top speed of 155mph (approximately 249km/h) was the world's fastest 'slush pumper'.

The car's 150mph performance was not achieved without penalty however, its prodigious thirst causing sales to nosedive as oil prices soared. However, the arrival of the HE (High Efficiency) V12 in 1981 and the introduction of the smaller six enabled it to weather the storm. The introduction of the six-cylinder model in 1983 coincided with that of the Targa-style cabriolet - the first open Jaguar since the E-Type's discontinuation - but it was not until 1988 that a full convertible became available.

Jaguar's first response to demands for an open-top XJ-S was somewhat conservative in engineering terms. The car had not been designed with an open version in mind, so a Targa-style arrangement was adopted for the XJ-S Cabriolet, which retained a substantial roll hoop in the interests of maintaining rigidity in the absence of a fixed roof. Essentially an exercise in niche marketing to test public reaction, the Cabriolet's production was entrusted to outside specialist contractors, with bodyshells being transported back and forth across the Midlands before returning to the Brown's Lane factory prior to final despatch. Following the Cabriolet's deletion, both the Coupé and conventional Convertible models lasted until the end of XJ-S production in 1996.

This left-hand drive, automatic transmission XJ-S V12 Convertible was manufactured on 6th August 1990 and delivered new to Jaguar France in Paris finished in Solent Blue metallic with Magnolia interior. Mr Fornas purchased the car from the well known dealer Jean Guikas (GTC Sarl) in July 2013 when it had a genuine total of 3,395 kilometres on the odometer. Reportedly, the car had had only one previous owner (Mr Jacques Delair, 8, rue du Treuil, 16160 Gond Pontouve) who bought it from Jaguar Bordeaux, the car being delivered to him on 13th July 1990. He never drove the car on public roads but only within the grounds of his French château, hence the minimal invoices accompanying it. The car also comes with a JDHT certificate and is presented in the excellent condition one would expect of a car that has covered a trifling 7,500 kilometres from new!

Cod. 4179.

Fiat Tipo (1988-1995).

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

Escala 1/43.

Bburago.

Made in Italy.

Años 1990-1995.

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

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

Fiat Tipo

From Wikipedia, the free encyclopedia

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

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

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

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

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

(...)

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

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

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

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

(...)

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

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

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

(...)

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

Fiat Tipo

Manufacturer

Fiat

Production

1988–1995

Assembly

Cassino – Piedimonte S. Germano (Frosinone), Italy

Pomigliano d'Arco, Italy (1989-1990)

Betim, Brazil

Bursa, Turkey (Tofaş)

Designer

Ercole Spada (I.DE.A Institute)

Class

Small family car (C)

Body style

3/5-door hatchback

Layout

front-engine, front-wheel-drive

Platform

Type Two platform (Tipo Due)

Related

Fiat Tempra

Fiat Coupé

Alfa Romeo 145 and 146

Alfa Romeo 155

Lancia Dedra

Lancia Delta

Zastava Florida

Engine

1.1 L I4

1.4 L I4

1.6 L I4

1.7 L I4

1.8 L I4

2.0 L I4

1.7 L diesel I4

1.9 L diesel I4

1.9 L TD I4

Transmission

5-speed manual

CVT (Selecta)

4-speed automatic

Dimensions

Wheelbase

2,540 mm (100.0 in)

Length

3,958 mm (155.8 in)

Width

1,700 mm (66.9 in)

Height

1,445 mm (56.9 in)

Curb weight

1,020–1,230 kg (2,250–2,710 lb)

Chronology

Predecessor

Fiat Ritmo

Successor

Fiat Bravo/Brava

Source: en.wikipedia.org/wiki/Fiat_Tipo

Cod. 4179.

Fiat Tipo (1988-1995).

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

Escala 1/43.

Bburago.

Made in Italy.

Años 1990-1995.

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

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

Fiat Tipo

From Wikipedia, the free encyclopedia

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

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

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

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

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

(...)

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

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

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

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

(...)

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

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

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

(...)

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

Fiat Tipo

Manufacturer

Fiat

Production

1988–1995

Assembly

Cassino – Piedimonte S. Germano (Frosinone), Italy

Pomigliano d'Arco, Italy (1989-1990)

Betim, Brazil

Bursa, Turkey (Tofaş)

Designer

Ercole Spada (I.DE.A Institute)

Class

Small family car (C)

Body style

3/5-door hatchback

Layout

front-engine, front-wheel-drive

Platform

Type Two platform (Tipo Due)

Related

Fiat Tempra

Fiat Coupé

Alfa Romeo 145 and 146

Alfa Romeo 155

Lancia Dedra

Lancia Delta

Zastava Florida

Engine

1.1 L I4

1.4 L I4

1.6 L I4

1.7 L I4

1.8 L I4

2.0 L I4

1.7 L diesel I4

1.9 L diesel I4

1.9 L TD I4

Transmission

5-speed manual

CVT (Selecta)

4-speed automatic

Dimensions

Wheelbase

2,540 mm (100.0 in)

Length

3,958 mm (155.8 in)

Width

1,700 mm (66.9 in)

Height

1,445 mm (56.9 in)

Curb weight

1,020–1,230 kg (2,250–2,710 lb)

Chronology

Predecessor

Fiat Ritmo

Successor

Fiat Bravo/Brava

Source: en.wikipedia.org/wiki/Fiat_Tipo

1. V-Dub, 2. Silverstone Classic 25th July '09, 3. Ford Escort Mkll - Classic Ford Show - Santa Pod 1st June '08, 4. Ford Escort Mexico, 5. HGTCC - Brands Hatch 3rd May '08, 6. HGTCC - Brands Hatch 3rd May '08, 7. Prescott Speed Hillclimb '90 - Hillman Imp, 8. Gurston Down Speed Hillclimb '90 - Mini Cooper,

9. Ford Escort Mk1 - Race Retro '08, 10. Ferrari 250 GTO, 11. Rally Day '07 - Castle Combe, 12. Prodrive Open Day '07, 13. Race Retro Show '07 Stoneleigh Park 24th March '07, 14. Ford GT40's @ Goodwood Revival '09, 15. Pit & Paddock - Brands Hatch 23/05/09, 16. Blackpool Rocket,

17. Race Retro Show - 14th March '09, 18. Britcar 24Hr - Silverstone 20th & 21st Sept '08, 19. Coke Cans, 20. Audi Sport Quattro E2 - Chatsworth Rally Show - 8th June '08, 21. Camaro Pro-Street Drag Car - Therapy, 22. Austin A40 & Austin A30, 23. James Hunt's Texaco McLaren M23, 24. Z-Cars Yamaha R1 Powered Mini,

25. Ferrari 288 GTO, 26. Dueling Cortinas, 27. Pre '66 GT & Sports Endurance Cars, 28. A1GP - Brands Hatch 2nd May '09, 29. Alfa Romeo GTV, 30. QE2, 31. Brands Hatch 26th Oct '08, 32. Classics on the Common '08,

33. VW Bus, 34. HGTCC - Brands Hatch 3rd May '08, 35. Porsche 935 - Silverstone 1987, 36. Renault 5 Turbo - Race Retro '08, 37. Rally Day '06 @ Castle Combe, 38. Mini Sprint, 39. Interserie Revival (Race 2), 40. 26/03/10,

41. Race Retro 13th March '10, 42. Ford Cortina Mk1 @ Goodwood Revival '09, 43. Ford F100, 44. BMW 3.0 CSL, 45. Going Home, 46. Jack, 47. John Cooper Works GP MINI, 48. VW Bus,

49. Britcar - Brands Hatch 3rd May '08, 50. My Old Mk1 Cooper S - GMW862D, 51. Ferrari 250 GTO, 52. Rally Day '07 - Castle Combe, 53. Mini Bodyshells, 54. Dinky Cyclone, 55. AC Cobra, 56. Ferrari Enzo,

57. A1GP - Brands Hatch 2nd May '09, 58. Race Retro Show - 14th March '09, 59. Goodwood 28th Feb '09, 60. Ferrari 430 GT3, 61. Porsche 911 Carrera RSR @ Brands Hatch 26th Oct '08, 62. Series 1 Landy, 63. Ford Anglia 105E, 64. VK Vodka Kick Girls - Chatsworth Rally Show - 8th June '08,

65. Iso Rivolta GT, 66. Ford RS200s at Ford's Test Centre in Boreham, Essex - 1987, 67. Mini Cooper S Mk1 - Race Retro '08, 68. Lancia 037 - Race Retro '08, 69. Prodrive Open Day '07, 70. Rally Day '07 - Castle Combe, 71. Brands Hatch 23rd Sept '07, 72. Race Retro '10

Created with fd's Flickr Toys

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

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

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

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

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

Source: www.wikipedia.org

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

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

Registration Number VDH 562 N

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

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

Thanks for 20.7 Million views

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

92003 "Beethoven" in British Rail two-tone grey with EWS Red & Yellow logo and three 'O' shaped channel tunnel logo hauls 31 Cargowaggon bogie vans from Dollands Moor Sidings to Wembley European Freight Operating Centre on 19 February 2014. 92003 is famed for being the last British Rail train to ever run, just as this one traveling from Dollands Moor to Wembley at 23:15 on 21 November 1997. 92003 was last photographed here by me on 9 December 2013 double-heading a similar train (www.flickr.com/photos/99279135@N05/11287032613/in/photoli...).

92003 was assembled by the BRUSH Traction Company Loughborough, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.

#482.

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

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

Escala 1/50. (?)

Corgi Toys / Playcraft Toys Limited. London.

Made in Gt. Britain.

Production from 1965 to 1969.

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

FIRE CHIEF'S CAR - 482 [ CORGI ]

[...]

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

(...)

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

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

(...)

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

More info:

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

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

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

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Chevrolet Impala

From Wikipedia, the free encyclopedia

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

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

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

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

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

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

(...)

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

- Second generation (1959–1960)

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

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

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

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

Production was 490,000 units.

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

Production

1958–1960

Model years

1959–1960

Assembly

Baltimore, Maryland, (Baltimore Assembly)

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

South Gate, California, (South Gate Assembly)

Body style

2-door convertible

2 door hardtop

4-door hardtop

4-door sedan

Layout

FR layout

Platform

GM B platform

Related

1959–1960 Chevrolet Biscayne

1959–1960 Chevrolet Bel Air

1959–1960 Chevrolet Brookwood

1959–1960 Chevrolet Parkwood

1959–1960 Chevrolet Kingswood

1959–1960 Chevrolet Nomad

1959–1960 Chevrolet El Camino

1959–1960 Pontiac Catalina

Engine

235 cu in (3.9 L) Blue Flame I6

283 cu in (4.6 L) Turbo Fire V8

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

Transmission

3-speed (close-ratio) manual

3-speed overdrive manual

4-speed manual

Turboglide auto.

2-speed Powerglide auto.

Source: en.wikipedia.org/wiki/Chevrolet_Impala

Slightly modified Paragon bodyshell, with EFE interior & chassis.

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

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

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

ABB (ADtranz) control system and transformer equipment

AirChime - warning horns

Beakbane Limited -

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

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

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

Chapman seating limited - driver and second man seats

David Newton of Nottingham - Crew depot plaque

FAG - Axel box roller bearings

FAG - wheelset bearings

Faiveley - speed processing and TVM data recording system.

Hasler Rail data recorder

J M Ranger Limited of Leicester - BRUSH traction works plate

Kidde Graviner

LPA Industries plc

Microelecttrica Scientifica (Milan Italy)

OLEO - buffers

Procor UK - bodyshell

lifting/jacking point cover

STS Signals Ltd - twin-lightweight AWS receiver

Westinghouse - Break system

alloy "Double Arrow" designed by Gerry Barney

Halon pipework, air piping and conduit

arc protection barriers

underframe

bogie cross-stretchers

traction motors

suspension tubes

wheelsets

gear assemblies

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

-pantograph raise and lower

-shoegear

-warning horns (AirChime)

-sanding equipment

-windscreen wipers

-windscreen washers

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

Other variations include names/nameplates

92001 (472 002) - Victor Hugo

91 53 0472 001-3

92002 -H.G. Wells

92003 - Beethoven

92004 - Jane Austen

92005 - Mozart

92006 - Louis Armand SNCF no "Double Arrow"

92007 - Schubert

92008 - Jules Verne

92009 - Marco Polo

92010 - Moliere SNCF

92011 - Handel

92012 (472 001) - Thomas Hardy

92013 -Puccini

92014 - Emile Zola SNCF

92015 - DH Lawrence and YIWU-LONDON TRAIN

92016 - Brahms

92017 - Bart the Engine

92018 -Stendhal SNCF

92019 - Wagner

92020 - Milton

92021 - Purcell

92022 - Charles Dickens - Railfreight Distribution

92023 - Ravel SNCF

92024 - J.S. Bach

92025 - Oscar Wilde (Rail Bulgaria)

92026 - Britten

92027 - George Eliot (Rail Bulgaria)

92028 - Saint Saens SNCF

92029 - Dante

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

92031 - unnamed until 2001

92032 - Cesar Franck

92033 - Berlioz SNCF

92034 - Kipling (Rail Bulgaria)

92035 - Mendelssohn

92036 - Bertolt Brecht

92037 - Sullivan

92038 - Voltaire SNCF

92039 - Johann Strauss

92040 - Goethe

92041 - Vaughn Williams

92042 - Honegger

92043 - Debussy SNCF

92044 - Couperin

92045 - Chaucer

92046 - Sweelinck

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

Registration Number JAS 182 (Nairnshire)

SINGER SET

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

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

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

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

Many thanks for a fantabulous

48,648,296 views

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

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

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

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

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

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

www.lamborghini.com

from the concours' program