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.

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

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

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."

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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

N. 0/200 D.

Osi Bisiluro Prototype (1967).

Escala 1/66.

Penny Export.

Made in Italy.

Años 60.

More info:

www.hobbydb.com/catalog_items/osi-bisiluro

uno64.mforos.com/2094013/11048854-penny-politoys-polistil...

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Pennys from Italy - Much Admired Micromodelli

Posted by: Doug in Member Blogson Feb 18, 2009

This article was published in 2004, story and images by Doug Breithaupt, Rob Gras and Craig Mueller

(...) "In Italy the models of Mercury were industry leaders and they created Speedy. A relative new-comer, A.P.S. Politoys, founded in 1960, offered a new line of 1:66 scale models and used the Penny name.

Later the Politoys name was changed to Polistil to avoid potential confusion with a British firm named Palitoys.

By 1967, the first explosion of small-scale toy cars was well underway. These early years of 1:64 scale had a strong national flavor with most firms offering a primary selection of models based on the cars and trucks of their native country with a lesser selection of models based on vehicles from other countries.

Often, these models were initially offered for sale in the home country as well although the North American market provided a sales opportunity that could not be ignored."

(...)

"1967 was the initial year for Penny 'micromodelli' and the series only lasted until late 1969 or early 1970 when, like the whole toy car world, a response to Mattel's Hot Wheels was seen essential for survival.

As the packaging shows, a penny and checkered stripe was part of the box art along with illustrations of the model enclosed.

In just 3 short years, Penny produced less than 50 models but among them are some that have become favorites of collectors world-wide."

(...)

"Penny sorted their models into three categories.

- The first was 'Corse', a series of Formula 1 race cars. They created the F1 racing grid for 1967 with models 0/1 through 0/10. New F1 cars for 1968 were offered as 0/11 through 0/15. The rising success of F1 racing and the release of movies like Grand Prix were certainly an inspiration for these models, just as they were for Matchbox, Best Box of Holland and others. The Penny F1 models seem a bit more toy-like than some with large tires. Still, they offer correct colors and must have provided hours of play-time for the junior racing crowd. Polistil continued to offer grand prix cars in small-scale with more realistic models of the 1975, 1976 and 1982 F1 grid, in the later RJ series.

- The second series of models were identified as 'Berlina' and represented a mix of production and concept cars. The remainder of this article will focus on these 'Berlina' models.

- The third category was 'Veicoli Industriali' and included a variety of trucks a snowplow, minibus and tractor shovel in the series. These were numbered 0/110 to 0/122.

(...)

0/200D Osi Bisiluro

"This unique twin-boom concept car is easily the most unique model in the Penny line. While this design has advantages for a sailboat, it's hard to justify on a car."

(...)

0/205 Caravan Trailer

"This tear-drop caravan was the last of the Penny line.

After that, all models carried the Polistil name."

Source: www.planetdiecast.com/index.php?&option=com_myblog&am...

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OSI Silver Fox Prototype (1967)

"O.S.I. (Officine Stampaggi Industriali) Bisiluro “Silver Fox” – Catamaran sportcar (double trunk).

A strange body that resembled more to a nautical vehicle was introduced to the 1967 Turin Motorshow.

Conceived for a possible use in the race or for the attempts of record, it was equipped by a Alpine engine to four cylinders of 1000 cc., positioned behind the seats on the left side. Among the two interior prominences was positioned three wing-shaped aids that furnished an aerodynamic support.

The first one was usable to firm vehicle, the second, that central, with the vehicle in drive, while the third one, systematized on the back one it was fixed and it also included the brakes."

Source: oldconceptcars.com/exotic/osi-silver-fox-prototype-1967/

More info:

es.motors.wikia.com/wiki/OSI_Silver_Fox

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Officine Stampaggi Industriali

From Wikipedia, the free encyclopedia

"OSI, acronym for Officine Stampaggi Industriali (literally "Industrial Stampings Workshops") was a coachbuilding company founded in 1960 in Turin by former Ghia president Luigi Segre (1919–63) and Arrigo Olivetti (1889–1977) from the Fergat company, a manufacturer of automotive components.[OSI was intended to be an independent design branch of Ghia's, focussing on niche efforts.

The short lived company made some custom built cars based on Alfa Romeo, Fiat and Ford models.

One of their first contracts was to build the bodyshells of the 1960 Innocenti 950 Spider, designed by a young Tom Tjaarda at Ghia's behest.

Probably its best known model outside Italy was the Ford 20M TS Coupé based on the German Ford Taunus 20M. The car was designed by Sergio Sartorelli, better known as the designer of the Type 3 based Volkswagen Karmann Ghia Type 34. Approximately 2,200 of the Ford 20M based coupés were produced, of which approximately 200 were thought to have survived through till 2010.

The company also built the Ford Anglia Torino designed by Giovanni Michelotti: 10,007 examples of this model were sold in Italy.

Segre died following appendicitis in 1963, leaving the rising company without its personal link to Ghia and Ford.

He was replaced by Giacomo Bianco of Fergat, but Bianco was unable to keep the company afloat as contracts began to dry up.

In 1966 2,000 employees had to be laid off, and OSI car production ended in December 1967.

Bianco was fired and Sartorelli was charged with winding up operations, incorporating the OSI design office with that of Fiat's in May 1968.

The company remained active as a producer of steel pressings and industrial equipment."

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

Some models by Osi:

- Alfa Romeo 2600 Berlina de Luxe 1965.

- Alfa Romeo Giulia Scarabeo 1966.

- Ford Anglia Torino.

- OSI-Ford 20 M TS.

Source: en.wikipedia.org/wiki/Officine_Stampaggi_Industriali

Hopefully a quick, simple Christmas build. Looking to paint it a green shade that looks to be similar to Java Green.

I first built the TR7 kit over 40 years ago, just quickly threw it together with the bodyshell unpainted and details done with brush-painted Humbrol. Only the wheels survive and unused decals survive.

Looking NE across Upper Head Dike above the Woodhead Tunnels on a fine day in early August. Behind the ventilators stetches Wike Edge, to the right of it a white vehicle negotiates Windle Edge en-route to Duford Bridge, further right still the relentless procession of cross-Pennine traffic plys Gallows Moss on the A628-It's Grim Up North.

The nearest structure is the 512 feet deep Shaft No.2 in Derbyshire on the old tunnels while farther across the valley are two brick buildings in South Yorkshire. The one immediately above Shaft No.2 is (I think) a dynamite store for the new tunnel & to it's right is the square 467 foot deep ventilator for the new 1954 bore. Hidden from view-the white Ford Orion bodyshell which found employment as an access ladder is around the far side.

Austin Princess Vanden Plas 1959 - 1964

Production run of 12703

In 1959 a new Austin A99 Westminster-based Princess was launched. These vehicles were soon changed to bear the Vanden Plas name which became a badge-engineered marque in its own right (rather than being known as coachbuilder for the cars of other marques). The car was smaller than the previous Princess and was largely identical to the Austin A99 Westminster and other models using the same Pininfarina-designed bodyshell. It featured a Vanden Plas grille (fairly square, with a thick surround and vertical slats), round headlamps, and horn grilles on the front. The interior was lavish in typical Vanden Plas style, featuring burr walnut wood trim, leather seats and panels, and high-quality carpeting. A division between the driver and the rear compartment was an optional extra. Power was a 3-litre unit developing 108 hp (81 kW)[3].

A Princess with automatic transmission was tested by the British magazine The Motor in 1961 and had a top speed of 99.3 mph (159.8 km/h) and could accelerate from 0-60 mph (97 km/h) in 16.1 seconds. A fuel consumption of 21.1 miles per imperial gallon (13.4 L/100 km; 17.6 mpg-US) was recorded. The test car cost £1467 including taxes. [3]

This model was replaced in 1961 by the Vanden Plas Princess Mark II. Styling was similar but the wheelbase was two inches (5 cm) longer[4] and anti-roll bars were added to the suspension at both ends of the car. The engine was uprated to 120 hp (89 kW). Better brakes were fitted, and interior improvements included built-in drop-down picnic tables the rear seat passengers. Options now included Smith's air-conditioning.

This model lasted until 1964.

en.wikipedia.org/wiki/Austin_Princess

Rene Bonnet Djet (1962-64 as Rene Bonnet (1965-67) Matra) Engine 1108cc S4 OHV Renault Cleon Production 198 (as Bonnet = 179 1108cc + 21 1491cc) + 1491 as Matra Djet)

Registration Number BAE 703 B (Bristol)

RENE BONNET SET

www.flickr.com/photos/45676495@N05/albums/72157654518194325

Originally designed by Rene Bonnet and later mdified for Matra production by Jaques Hubert. The car had various names in its life from 1962 till 1967: René Bonnet Djet, Matra Bonnet Djet, Matra Sports Djet and finally Matra Sports Jet. with this early 1108cc Djet later referred to as Djet 1.

The car is powered by a 1,108 cc Renault 8 mid-engine mated to a Renault Estafette gearbox, giving a top speed of 165 km/h (103 mph). The fiberglass body was made by Matra, which was glued to a steel chassis. Matra also provided the factory where the Djets were built, in Romorantin.

The Djet had a very modern design with disc brakes and independent suspension with wishbones and coil springs all around.

The two seater Djet became the world's first mid-engined production road car, on its introduction in 1962, beating the de Tomaso Vallelunga which was introduced in 1963 and weigh in at only 600kg.

When Bonnet got into financial troubles, Matra (who supplied both the bodyshells and the factory location) took over René Bonnet Automobiles and its debts in October 1964 and production of the original Djet ceased in December 1964. It was considered a great opportunity by Matra's CEO, Jean-Luc Lagardère, to expand Matra's business to the automobile market. Matra hired former Simca designer Philippe Guédon and modified the original Bonnet Djet, the car became slightly bigger

Many Thanks for a fan'dabi'dozi 30,908,100 views

Shot 167.11.2014 at The National Exhibition Centre, Classic and Sportscar Show Ref 103-405

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!

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]

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.

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

Collection Adrian Van Lerber

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

February 2019

Estimated : € 20.000 - 30.000

Sold for € 23.000

Just as it had done 21 years previously with the revolutionary 'Traction Avant', Citroën stunned the world again in 1955 with the launch of the futuristically styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension; plus power-operated brakes, clutch and steering. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival in computer-controlled form into the 21st Century. The DS's original 1,911cc, overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection, and a five-speed gearbox. By the time production ceased in April 1975, more than 1.3 million of these wonderfully idiosyncratic cars had been built.

One of the last DS models produced, this top-of-the-range Pallas version has the fuel-injected 2.3-litre engine and the desirable five-speed manual transmission. It has been with the current owner for approximately 10 years and is presented in virtually original condition, the only notified departure from factory specification being a chromed exhaust system. Finished in white with black roof and brown leather interior, the car is offered with FIVA identity card, 2016 MFK (TüV), and Swiss registration papers.

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.

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)

Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6

Registration Number H 5 AOB (Cherished number originally allocated for issue circa 1990 from Birmingham)

PORSCHE ALBUM

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

The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.

The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W

Diolch am 81,780,197 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 81,780,197 amazing views, every one is greatly appreciated.

Shot 05.06.2021. at Bicester Heritage Centre, Bicester, Oxon. 146-130

.

Fiat 131 Abarth Rallye (1976) Engine 1995cc S4 DOHC

Registration Number J 51131

Production 400

FIAT SET

www.flickr.com/photos/45676495@N05/sets/72157623665060711...

The first series Fiat 131 was introduced at the 55th Turin Motor Show in late October 1974 The 131 came with a choice of a 1,297 cc or 1,585 cc OHV inline-four engines, both from the engine family first introduced on the Fiat 124. Both engines were fitted with a single twin-choke Weber 32 ADF downdraught carburettor. A four-speed manual transmission was standard, with a 5-speed manual and a 3-speed torque converter automatic optional on the 1600 engine only. The initial range comprised eleven different models with three body styles 2 door and 4 door Saloons and an Estate car.

In 1976, 400 examples of the Fiat Abarth 131 Rally were built for homologation purposes These cars were built in a cooperation between Fiat, Bertone and Abarth. Bertone took part-completed two door standard bodyshells from the production line in Mirafiori, fitted plastic mudguards front and rear, a plastic bonnet and bootlid and modified the metal structure to accept the independent rear suspension. The cars were fully painted and trimmed and then delivered back to the Fiat special Rivalta plant where they received the Abarth mechanicals. The street version of the car used a 16-valve DOHC derivative of the standard DOHC engine, which equipped with a double Weber downdraught carburettor produced 140 PS (103 kW; 138 hp). The street cars used the standard gearbox with no synchromesh (Rally type regulations required the use of the same type of synchromesh on the competition cars as on the street versions) and the hopelessly underdimensioned brake system of the small Fiat 127. Competition cars used dry sump lubrication and eventually Kugelfischer mechanical fuel injection. In race specifications, the engine produced up to 240 PS (180 kW) in 1980, being driven to World Championship status by Walter Röhrl.

The Fiat 131 Abarth was a very successful rally car winning the World Rally Championship 1977, 1978 and 1980 with Markku Allen, Timo Salonen and Walter Rohl at the wheel. Between 1976-81 the Fiat 131 Abarth won 18 WRC rally events.

This car is in the livery of OlioFiat

Shot at the Donington Historic Festival 01.05.2011 Ref 66-084

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.

Regan's shot of a partially-completed Skyline C110 kit got me thinking about the various differences between those I have.

From L-R:

Fujimi 4dr saloon. The bodyshell looks far too square around the front end and it suffers from the bumpers being moulded-in.

Fujimi GT-R coupe. Separate, plated bumpers on this kit but the grille and rear panel are moulded-in. As noted in the photo of the box a couple of shots along, it can be built with an engine but there'd be a bit of work getting the bonnet to open (and the grille would make that even more difficult).

Doyusha GT-X coupe. Bodyshell not bad, but has the shallow interior so batteries can be fitted if it's motorized. It's a bit clumsy around the arches too, especially at the the back. The glass is tinted, so it wouldn't be easy to build an accurate model - perhaps best to consider it as something that could be modified?

Aoshima GT-R coupe. This is the Liberty Walk version which comes with lots of extras, but the bodyshell is the standard GT-R with moulded-in wheel arch flares. It would be much easier to add an engine to this kit as the bonnet just needs some tabs cutting to open it up, although the underbonnet detailing is modest. Has various grille and light options and the bumpers are separate but unfortunately not plated. Maybe the Fujimi ones could be used?

Aoshima GT-R Racing coupe. Much the same as the standard GT-R, but comes with separate wide arches. The standard arches have been opened-up so it can't be built as stock.

Aoshima 4dr saloon: Probably a GT-X, it came as a Police Car but I think the same shell is used for other versions. Unlike the Fujimi kits, the front end is identical to the coupe so there is plenty of scope to swap grilles and lights and the bonnet would be similarly easy to open up.

Anyway, enough pondering - I should just get on and build one or two of them!

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

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

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

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

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

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

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

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

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

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

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.

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

Network Rail test 950001 unit built on the bodyshell of a class 150 stabled at Old Oak Common HSTD on August 11th 2010. This view shows quite clearly that even though everything painted in Network Rail bright yellow garb can be seen a mile away it still has to have the 'pale' yellow warning ends!

Direct Rail Services Class 57 no. 57311 "Thunderbird" sits in the sidings at Crewe on 14th December 2013. The first Class 57s were built in 1997 for Freightliner, a Class 47 bodyshell was taken, stripped, rewired and then fitted with an EMD engine. In 2002, 12 further Class 47s were converted to 57s for Virgin Trains, these were numbered 57/3 and fitted with ETH. In 2003, four additional locos were ordered for dragging Pendolinos, these were fitted with Dellner couplings from new and the remainder of the fleet was retrofitted with Dellners in the same year. DRS now operate the majority of the class 57/0 and 57/3. Network Rail operate some Class 57/3s, First Great Western operate the Class 57/6 fleet and West Coast Railways operate a fleet of 57/0, 57/3 and 57/6. 57311 began it's life in 1964 as D1611 and has been identified as: 47032, 47662, 47817 and 57311 at various times in it's life.

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

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

Lancia Fulvia Sport S Series II by Zagato (1970-72) Engine 1298cc V4 DOC Production 2600

Registration: Number DCX 499L

Chassis No.: 8186513015

Engine No.: 77425

LANCIA SET

www.flickr.com/photos/45676495@N05/sets/72157623795824232...

The Lancia Fulvia debuted at the 1963 Geneva Motor Show powered by a 1298cc V4 engine of 90bhp. This is an example built by Zagota on the Fulvia coupe underpan.

The Sport was a fastback two seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions.

The series 1 had its bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of centimetres to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate. The Series 1 Sport was introduced at the 1965 Turin Motorshow the first Sport had an all-aluminium alloy bodyshell and used the coupé's 1.2-litre (1,216 cc) engine. The interior featured a wood-trimmed dashboard and two small bucket seats designed by Zagato. Just 202 were made in total

The Series 1 Aport 1.3 was a 1966 upgrad of the Sport with a 1298cc engine from the Rallye 1.3, producing 87 hp. Early version retained the aluminium bonnet, doors, and spare wheel hatch.Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver's side front wing.

The Series 1 line up was completed with the 1.3 Sport S An updated Sport 1.3 with 1,298 cc producing 92bhp These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain.

The second series Zagota Sport was launched at the 1970 Turin Motorshow Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres, the body was now all steel and seated 2+2 passengers The bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Other changes included the lights, the moving of the mirrors from the wing to the door. The line up contained two models the Sport 1.3S and the Sport 1600.

The Sport 1.3S (1970-72)

The Series two car retained the same engine as the the Series 1 1.3S but now with a five speed gerabox.Very early versions of these Series 2 cars were fitted with Series I bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all-steel bodyshells, no spare wheel hatch, and larger rear lights.

The Sport 1600 (1971-72)

Was powered by a 1584cc engine from the HF, producing 115 bhp and a top speed of 118mph The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. The interior had a oil temperature gauge, bucket seats with headrests and electric front windows as standard. Cromodora alloy wheels like those found on the 1600 HF were optional.

Shot at the H H Auction Brooklands 22:10:2013 REF 79-139

MB55. / MB120. (M.I.)

Ford Sierra XR4i (1983-1985).

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

Escala 1/58.

Machbox Superfast.

Matchbox Toys Ltd.

Made in Thailand.

©1983.

Produced from 1983 to 1993.

This variation was issued in 1992-1993.

Sources:

matchbox.wikia.com/wiki/Ford_Sierra_XR4i

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

More info:

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

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

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

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

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

XR4i [ Ford Sierra ]

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

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

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

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

(...)

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

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

(...)

Source: en.wikipedia.org/wiki/Ford_Sierra

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

Ford Sierra

From Wikipedia, the free encyclopedia

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

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

It was named for the Spanish word for mountain range.

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

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

(...)

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

Versions:

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

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

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

Source: en.wikipedia.org/wiki/Ford_Sierra

More info:

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

www.ford-sierra.info/history/

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

www.fordsierranet.com.ar/Historia.htm

Cod. 4179.

Fiat Tipo (1988-1995).

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

Escala 1/43.

Bburago.

Made in Italy.

Años 1990-1995.

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

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Fiat Tipo

From Wikipedia, the free encyclopedia

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

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

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

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

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

(...)

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

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

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

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

(...)

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

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

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

(...)

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

Fiat Tipo

Manufacturer

Fiat

Production

1988–1995

Assembly

Cassino – Piedimonte S. Germano (Frosinone), Italy

Pomigliano d'Arco, Italy (1989-1990)

Betim, Brazil

Bursa, Turkey (Tofaş)

Designer

Ercole Spada (I.DE.A Institute)

Class

Small family car (C)

Body style

3/5-door hatchback

Layout

front-engine, front-wheel-drive

Platform

Type Two platform (Tipo Due)

Related

Fiat Tempra

Fiat Coupé

Alfa Romeo 145 and 146

Alfa Romeo 155

Lancia Dedra

Lancia Delta

Zastava Florida

Engine

1.1 L I4

1.4 L I4

1.6 L I4

1.7 L I4

1.8 L I4

2.0 L I4

1.7 L diesel I4

1.9 L diesel I4

1.9 L TD I4

Transmission

5-speed manual

CVT (Selecta)

4-speed automatic

Dimensions

Wheelbase

2,540 mm (100.0 in)

Length

3,958 mm (155.8 in)

Width

1,700 mm (66.9 in)

Height

1,445 mm (56.9 in)

Curb weight

1,020–1,230 kg (2,250–2,710 lb)

Chronology

Predecessor

Fiat Ritmo

Successor

Fiat Bravo/Brava

Source: en.wikipedia.org/wiki/Fiat_Tipo

Here we are, one of the rarest Rolls Royces and indeed cars to ever trundle down the roads, the last of the mighty Corniche. Although sold only as the Corniche, it is often dubbed the Corniche 2000 or the Corniche V, depending on your preference.

The last of the original Silver Shadow based Corniche's of the 1960's were built in 1995, and for three years Rolls Royce only sold the Silver Spirit and Spur until these were replaced by the Silver Seraph in 1998 following acquisition of the company by both Volkswagen and BMW.

Volkswagen was contracted to build Bentley and Rolls Royce vehicles between 1998 and 2003, whilst BMW supplied the engines to replace the original Rolls Royce V8 that had been handed down since the introduction of the Silver Shadow in 1965. In the end BMW were only able to supply their own V12 to the Silver Seraph, whilst the original RR V8 continues to be used even to this day, with a 6.75L version ending up in the Corniche V.

Either way, to compliment the new Silver Seraph, plans were launched to create a convertible two-door saloon version with the revived Corniche name. However, instead of taking a regular Silver Seraph, removing the rear doors and cutting off its roof, Rolls Royce instead went to long time partners Bentley for design assistance, with the result that the Corniche V is in fact built on the platform and with the bodyshell of the Bentley Azure,with Rolls Royce grille and badging, as well as Silver Seraph styling added instead. This was the first, and only Rolls Royce car to be derived from a Bentley product, instead of the usual tradition where Bentley cars were derived from Rolls Royce models.

In January 2000 that car was launched and became the company's flagship motor, with a base price of $359,900. As mentioned, the car is powered by a 6.75L Rolls Royce V8, providing 325hp and whisking the car to a top speed of 135mph at a rate of 0-60 in 8 seconds, which is pretty good going for a 6,000lb luxury saloon!

Inside the car came outfitted with every luxury and refinement characteristic of a Rolls-Royce. The car has a Connolly Leather interior, Wilton wool carpets, chrome gauges and a wide choice of exotic wood trims. Dual automatic temperature control, a six-disc CD changer, automatic headlamps and automatic ride control are standard.

Vehicles were built to order, but the heavy base price made them not as easy to purchase as the technically similar Bentley Azure, which meant that eventually only 374 of these cars were built between 2000 and 2002 when BMW took full control of Rolls Royce.

The Corniche V has the distinction of being the last ever Rolls Royce to be built at their traditional Crewe Factory, which had housed the company since 1946. On August 30th, 2002, a Corniche with chassis number SCAZK28E72CH02079 left the factory as the final Rolls Royce product of their home base, leaving in the company of a classic 1907 Rolls Royce Silver Ghost.

Following the departure of Rolls Royce, the company set up shop in Goodwood near Chichester in the south of England, where the next car to be built was the 2003 Phantom. The spiritual successor of the Corniche V is essentially the Phantom Drophead Coupe, but this is a point of conjecture. Production at the Crewe factory was turned over entirely to Volkswagen and the construction of Bentley automobiles. The Bentley Azure continued in production until 2009, bringing an end to the 14 year old design that had helped spawn the last of the Corniches.

Originally the name was meant to be revived on Rolls Royce's latest car, but in the end was dubbed the Wraith.

Today you'd be very, very hard pressed to find one of these cars. Although many forget about the Corniche V and indeed the Silver Seraph, the surviving examples can still fetch a hefty price of up to £250,000 and more...

...that is except for one. Not to lower the tone of things, but sadly a certain somebody did in fact once own a 2002 Corniche V, and once his illicit acts became known to the public in 2011, his £250,000 Roller is now well and truly worthless.

The owner who bought the car at an auction before the scandal came to light now can't even give away the car, and has never even driven it because they're too ashamed and disgusted of the vehicle's unfortunate past.

I find this particular story very sad because as is always the case, the cars aren't evil, but the owners can sometimes be...

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

Jensen Interceptor Series III (1972-76) Engine 7212cc (440 cu in) V8 OHV Production 3419

Chassis No.: 1887

Engine No.: 5C00412

Registration Number ZV 8012

JENSEN SET

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

The first of the Chrysler powered Jensen Interceptors was launched in 1966, powered by a Chrysler 383cu ins (6276cc engine) mated to a Torqueflite 3 speed automatic gearbox. Designed by Touring of Milan and produced by Vignale of Turin who had the capability to produce the car in much higher numbers than Touring. Fully trimmed and painted bodyshells were delivered from Italy for assembly at West Bromwich by October 1966. The original cars built by Vignale in Italy required much work inside and out to meet the quality standard required by Jensen, eventually the contract was terminated and Jensen started producing the cars themselves at West Bromwich.

The Mark II was launched in October 1969, changes included, the rear lights having a larger flatter area and no chrome trim, new slimmer bumpers and flatter overriders were amongst the many improvements that were introduced, the largest being a completely new interior.

The Mark III of 1971 revised the front grill, headlamp finishers and bumper treatment again. It also had revised seats, optional fully cast alloy wheels other minor improvements. The 6.3 litre 383ci engine was also superseded by the 7.2 litre 440ci in 1971. The Mark III was divided to G-, H-, J-series depending on the production year.

Shot at the H H Auction Brooklands 22:10:2013 REF 79-130

Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 52 countries (last new country Austria and 32 US states last new State Michigan) Last new overseas visitor Denmark last new US state visitor California

s04.flagcounter.com/more/VIv

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

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

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

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

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

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

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

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

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

Created with fd's Flickr Toys

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

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

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

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

Oldsmobile Starfire 2 door Hardtop (2nd Gen) (1961-66) Engine 394cu in (6500cc) V8 Registration Number AOR 364 B

The second generation Starfire was introduced in 1961 as a Convertible, sharing its body and wheelbase with the Super 88 and the lower-priced Dynamic 88, standard equippment included leather bucket seats, tachometer and floor shift Hydra-matic transmission, and was the first U.S. full-sized production car to feature an automatic transmission with a console-mounted floor shifter, brushed aluminum side panels and power steering, brakes, windows and driver's seat and a base price of $4647, the most expensive car in the Oldsmobile range. The standard 394 cubic inch V-8 Skyrocket V8 engine - Oldsmobile's most powerful in 1961 - used a 4-barrel Rochester carburetor and generated 330 hp

For the 1962 model year, the convertible was joined by a two-door hardtop, which featured a new convertible roofline shared with other Oldsmobile 88 coupes. Horsepower was increased to 345 hp

Styling changes for the 1963 model year included a move away from the sculpted sides of the previous years model, to a flatter, more conventional look and a squred off roofline incorporating a concave rear window.

The 1964 model appeared very similar to the 1963, though longer and lighter, The Starfire now shared its basic bodyshell with the new and lower-priced Jetstar I hardtop coupe.

For the 1965 model year, all Oldsmobiles would receive new styling, and the Starfire Hardtop Sports Coupe would receive a modified version of the 1963-64 unique roofline with an inversely curved rear window. The Hardtop Sports Coupe body-style was again shared with the Jetstar I. and a new version of the Rocket V8 engine was offered for the 1965 model year, this one measuring 425 cu in (7.0 l) displacement, still using a Rochester 4-barrel carburetor, and generating 375 hp.

For 1966 the Convertible was dropped leaving only the Hardtop Coupe. The Starfire price and equipment level both dropped considerably from previous years and was now at the same level as the former Jetstar I series with a less plush interior thanks to the leather seats being replaced by Morroceen vinyl for both the Strato bucket seats or no-cost optional notchback bench seat, and the movement of power windows and seats from standard equipment to the option list. Also downgraded from standard to optional equipment were the Turbo Hydra-Matic transmission, power steering and power brakes. Horsepower was up to 375, but the Starfire no longer had the most powerful engine offered for sale in an Oldsmobile.

Thanks for 15.4 million views

Shot taken 05:08:2012 at The Shugborough Classic Car Meeting. Ref: 83-224

Here we are, one of the rarest Rolls Royces and indeed cars to ever trundle down the roads, the last of the mighty Corniche. Although sold only as the Corniche, it is often dubbed the Corniche 2000 or the Corniche V, depending on your preference.

The last of the original Silver Shadow based Corniche's of the 1960's were built in 1995, and for three years Rolls Royce only sold the Silver Spirit and Spur until these were replaced by the Silver Seraph in 1998 following acquisition of the company by both Volkswagen and BMW.

Volkswagen was contracted to build Bentley and Rolls Royce vehicles between 1998 and 2003, whilst BMW supplied the engines to replace the original Rolls Royce V8 that had been handed down since the introduction of the Silver Shadow in 1965. In the end BMW were only able to supply their own V12 to the Silver Seraph, whilst the original RR V8 continues to be used even to this day, with a 6.75L version ending up in the Corniche V.

Either way, to compliment the new Silver Seraph, plans were launched to create a convertible two-door saloon version with the revived Corniche name. However, instead of taking a regular Silver Seraph, removing the rear doors and cutting off its roof, Rolls Royce instead went to long time partners Bentley for design assistance, with the result that the Corniche V is in fact built on the platform and with the bodyshell of the Bentley Azure,with Rolls Royce grille and badging, as well as Silver Seraph styling added instead. This was the first, and only Rolls Royce car to be derived from a Bentley product, instead of the usual tradition where Bentley cars were derived from Rolls Royce models.

In January 2000 that car was launched and became the company's flagship motor, with a base price of $359,900. As mentioned, the car is powered by a 6.75L Rolls Royce V8, providing 325hp and whisking the car to a top speed of 135mph at a rate of 0-60 in 8 seconds, which is pretty good going for a 6,000lb luxury saloon!

Inside the car came outfitted with every luxury and refinement characteristic of a Rolls-Royce. The car has a Connolly Leather interior, Wilton wool carpets, chrome gauges and a wide choice of exotic wood trims. Dual automatic temperature control, a six-disc CD changer, automatic headlamps and automatic ride control are standard.

Vehicles were built to order, but the heavy base price made them not as easy to purchase as the technically similar Bentley Azure, which meant that eventually only 374 of these cars were built between 2000 and 2002 when BMW took full control of Rolls Royce.

The Corniche V has the distinction of being the last ever Rolls Royce to be built at their traditional Crewe Factory, which had housed the company since 1946. On August 30th, 2002, a Corniche with chassis number SCAZK28E72CH02079 left the factory as the final Rolls Royce product of their home base, leaving in the company of a classic 1907 Rolls Royce Silver Ghost.

Following the departure of Rolls Royce, the company set up shop in Goodwood near Chichester in the south of England, where the next car to be built was the 2003 Phantom. The spiritual successor of the Corniche V is essentially the Phantom Drophead Coupe, but this is a point of conjecture. Production at the Crewe factory was turned over entirely to Volkswagen and the construction of Bentley automobiles. The Bentley Azure continued in production until 2009, bringing an end to the 14 year old design that had helped spawn the last of the Corniches.

Originally the name was meant to be revived on Rolls Royce's latest car, but in the end was dubbed the Wraith.

Today you'd be very, very hard pressed to find one of these cars. Although many forget about the Corniche V and indeed the Silver Seraph, the surviving examples can still fetch a hefty price of up to £250,000 and more...

...that is except for one. Not to lower the tone of things, but sadly a certain somebody did in fact once own a 2002 Corniche V, and once his illicit acts became known to the public in 2011, his £250,000 Roller is now well and truly worthless.

The owner who bought the car at an auction before the scandal came to light now can't even give away the car, and has never even driven it because they're too ashamed and disgusted of the vehicle's unfortunate past.

I find this particular story very sad because as is always the case, the cars aren't evil, but the owners can sometimes be...

The Lancia Fulvia (Tipo 818) is an Italian car introduced at the Geneva Motor Show in 1963 by Lancia and produced until 1976. Fulvias are notable for their role in motorsport history, including winning the International Rally Championship in 1972. On testing it in 1967, Road & Track summed up the Fulvia as "a precision motorcar, an engineering tour de force". Named after Via Fulvia, Roman road leading from Tortona to Torino.

The Fulvia was available in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan.

Specifications:

Chassis

The Fulvia Berlina was designed by Antonio Fessia, to replace the Lancia Appia with which it shared almost no components. The Appia was a rear wheel drive car, however, while the Fulvia moved to front wheel drive like the Flavia. The general engineering design of the Fulvia was identical to that of the Flavia with the major exception of the engine, the Flavia having a four-cylinder horizontally opposed engine and the Fulvia a 'Narrow Angle' vee configuration as featured on most production Lancias from the Lambda. The Fulvia used a longitudinal engine mounted in front of its transaxle. An independent suspension in front used wishbones and a single leaf spring, while a beam axle with a panhard rod and leaf springs was used in back. Four wheel Dunlop disc brakes were fitted to first series Fulvias. With the introduction of the second series in 1970 the brakes were uprated with larger Girling calipers all round and a brake servo. The handbrake design was also changed - using separate drums and brake-shoes operating on the rear wheels.

Engine

The V4 engine of a 1972 Fulvia Berlina

One element that was new was the narrow-angle V4 engine. Designed by Zaccone Mina, it used a narrow angle (12°53'28") and was mounted well forward at a 45° angle. The engine is a DOHC design with a one camshaft operating all intake valves and another operating all exhaust valves. The very narrow angle of the cylinders allowed for use of a single cylinder head.

Displacement began at just 1091 cc with 58 bhp (44 kW) with a 72 mm bore and 67 mm stroke. A higher (9.0:1) compression ratio and the fitment of twin Solex carburettors raised power to 71 bhp (53 kW) soon after.

The engine was bored to 6 mm to enlarge displacement to 1216 cc for the HF model. This, and some tuning, raised output to 80 to 88 bhp (60 to 66 kW).

The engine was re-engineered with a slightly narrower bank angle (12°45'28") and longer (69.7 mm) stroke for 1967. Three displacements were produced: 1199 cc (74 mm bore), 1231 cc (75 mm bore), and 1298 cc (77 mm bore). The new 1298 cc engine was produced in two versions; the type 818.302 produced 87 bhp (65 kW) at 6000 rpm and was fitted to 1st series Coupés, Sports and Berlina GTE and later to the 2nd Series Berlina. The Type 818.303 was first produced with 92 hp (69 kW) and was fitted to the 1st series Coupé Rallye S and Sport S. For the 2nd Series Coupé and Sport power was slightly reduced to 90 hp (67 kW) at 6000 rpm.

The engine was completely reworked for the new 1.6 HF with an even-narrower angle (11°20' now) and longer 75 mm stroke combined with a bore of 82 mm gave it a displacement of 1584 cc, and power ranged from 115 to 132 bhp (85 to 98 kW) depending on tune.

Coupé 1.3 S Montecarlo: 1972–73.

Special edition based on the 1.3 S, commemorating Lancia's victory at the 1972 Monte Carlo Rally. The livery resembled the works car, with matte black bonnet and boot lid bearing Monte Carlo rally plate-style stickers. This version used his own bodyshell with flared wheel arches, similar to but different from the 1.6 HF bodyshell. Other accouterments included 1.6 HF Lusso interior fittings such as bucket seats with headrests, rectangular front fog lamps, no bumpers and black single wing mirror; 4.5J steel wheels of the standard Coupé were fitted.

[Text from Wikipedia]

en.wikipedia.org/wiki/Lancia_Fulvia

This Lego miniland-scale Lancia Fulvia Coupe 1.3 S Monte Carlo - has been created for Flickr LUGNuts' 106th Build Challenge, titled - 'Exclusive Edition!' - a challenge for vehicles made in a 'special edition' - for whatever reason.

Car in foreground:

KEX 223V - 1979 Talbot Sunbeam Lotus Group 2 Rally Car

Bids to £30,000 - "Not Sold"

The standard Chrysler Sunbeam first appeared with three engine options - 930cc, 1300cc and 1600cc. A 1600cc Ti model was then targeted at the performance road market. However, even that was never going to satisfy the needs of Competitions Manager Des O'Dell, who was desperate to build a rally car capable of beating the Ford RS Escorts and Vauxhall HS Chevettes.

With no in-house powerplant capable of delivering the required performance, he looked elsewhere. As luck would have it, Lotus had been supplying 2-litre engines to Jensen Healey, who had recently ceased trading. A deal was done and two test engines secured. The standard 160 bhp unit was fitted to an Avenger for testing and demonstrating to the management, while the 230 bhp race version found its way into a rally-prepared Sunbeam, 'WRW 30S'. Testing began in earnest and the car competed in several events where homologation was not required. Andrew Cowan did the competing while Bernard Unett carried out the development testing.

The competition engines were initially uprated to 234 bhp (later increasing further) and featured 48 mm carburettors and a compression ratio of 11:1. To enable these to compete, however, 400 cars had to be produced to satisfy homologation rules. Chrysler's ambitions were for a run of 4500 engines, and homologation was achieved on April 1st 1979 on the basis of 32 pre-production cars converted by the Competitions Department.

Lotus was heavily involved in the development and production, not only designing and manufacturing the engine but developing the suspension and exhaust systems as well. The rolling chassis, built alongside all other Sunbeams at Linwood, Glasgow, were delivered by transporter to a satellite operation at Ludham airfield, some 20 miles from Lotus's Hethel headquarters, Norfolk. Here modifications were made to the bodyshell, and the engine, five-speed ZF gearbox, larger radiator and alloy road wheels, were fitted. The completed cars were then transported to Coventry for final checking before delivery to the dealers.

The Sunbeam Lotus was launched at the Geneva Motor Show in March 1979, and deliveries started a few months later. By this time, Chrysler UK had been sold to Peugeot, who changed the name to the Talbot Motor Company. With the exception of the very first pre-production models, all road cars were officially known as Talbots. Overall, Lotus claim to have built 2298 cars (1150 with right-hand-drive) while Talbot claim a total of 2308. This difference is accounted for by the building of 10 Works rally cars from bare bodyshells at the Humber Road Competitions Department between 1980 and 1982.

The Sunbeam Lotus took part in international rallying from 1979 to 1982 and won the World Championship for Talbot in 1981. Its most famous achievement was at the 1980 Lombard-RAC rally, where Henri Toivonen became the event's youngest ever winner and Sunbeam Lotus cars finished 1st, 3rd and 4th - the last time a two-wheel drive car won the RAC. Des O'Dell was presented afterwards with a Sunbeam Lotus road car bearing the registration 'RAC 134W'! In fact, Talbot's Sunbeam Lotus won their class (Group 2) on the RAC for three years in succession, culminating in 1982 with the last ever win in this class before the FIA rules changed to Groups A, B, etc.

Sunbeam Lotus works drivers included the late Henri Toivonen, Guy Fréquelin (co-driven by Jean Todt), who narrowly missed out on being the Driver's World Champion in 1981, Stig Blomqvist, Tony Pond, Andrew Cowan and Jean-Pierre Nicolas. Russell Brookes also competed in a Works-built car, privately sponsored by Andrews Heat for Hire.

The left-hand drive Group 2 car being offered was manufactured in 1979 and is reportedly to full 'Works' specification. We understand the bodyshell is a clean, straight Lotus Series 1 example in steel with alloy Works-type arches. It is modified as per the Works cars, with correctly strengthened chassis legs, while the boot is modified to accept the fuel tank, fuel pumps and battery. It is finished in the Works colours of white and blue. The engine is apparently based on an ex-Works two-piece block built by former Works Talbot engine builder, Phil Davison. It has a big-valve head, 48 mm carburettors, a water rail kit and Pace dry sump oil system. It has seen no use since the last overhaul.

The engine is mated to a ZF close-ratio competition gearbox. The axle has just been rebuilt by Gartrac, and features a plate-type limited slip differential with 4.6:1 crown wheel and pinion. The casing is a genuine ex-Works Salisbury 4HA. The running gear is to Works specification and includes: rose-jointed steering and suspension arms, a heavy duty high-ratio rack, heavy duty cross member and Bilstein dampers. Braking is by 267 mm discs all round, operated by four-pot calipers at the front and AP CP2383 units at the rear. The Sunbeam is equipped with: Safety Devices roll cage; Sparco seats and OMP harnesses; an up-to-date extinguisher system and brand new 12 gallon Gartrac safety fuel cell; a new wiring loom and six Cibie Oscar lights.

An extensive spares package is available by separate negotiation. It includes: seven, eight and nine inch Minilite wheels with tyres, a spare big-valve cylinder head, Perspex rear window etc.

If you're looking for an 'on-the-button' historic rally car with current FIA papers, this could be the car for you.

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

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

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

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

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

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

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

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

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

Created with fd's Flickr Toys

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

HISTORY

DEVELOPMENT

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

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

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

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

DESIGN EVOLUTION

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

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

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

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

MOTORSPORT

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

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

PROTOTYPES

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

PORSCHE 916

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

MODEL YEAR CHANGES

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

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

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

LIMITED EDITIONS

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

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

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

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

F1 SAFETY CAR

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

WIKIPEDIA

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

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

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

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

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

Source: www.wikipedia.org

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

Network Rail 950001 is a diesel multiple unit that was purpose-built for departmental use as a track assessment unit. It was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986.

It was originally classified as a Class 180 test unit, but since this designation is now used by the new First Great Western "Adelante" units, it has been reclassified into the departmental series.

This photo was taken at Peterborough Rail Station on 28 April 2013.

Lancia Fulvia Zagato Sport 1600 Series II by Zagato (1970-72) Engine 1584cc V4 (2600 Fulvia Zaato all models)

Registration: Number MML 25 L

LANCIA SET

www.flickr.com/photos/45676495@N05/sets/72157623795824232...

The Lancia Fulvia debuted at the 1963 Geneva Motor Show powered by a 1298cc V4 engine of 90bhp. This is an example built by Zagota on the Fulvia coupe underpan.

The Sport was a fastback two seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions.

The series 1 had its bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of centimetres to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate. The Series 1 Sport was introduced at the 1965 Turin Motorshow the first Sport had an all-aluminium alloy bodyshell and used the coupé's 1.2-litre (1,216 cc) engine. The interior featured a wood-trimmed dashboard and two small bucket seats designed by Zagato. Just 202 were made in total

The Series 1 Aport 1.3 was a 1966 upgrad of the Sport with a 1298cc engine from the Rallye 1.3, producing 87 hp. Early version retained the aluminium bonnet, doors, and spare wheel hatch.Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver's side front wing.

The Series 1 line up was completed with the 1.3 Sport S An updated Sport 1.3 with 1,298 cc producing 92bhp These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain.

The second series Zagota Sport was launched at the 1970 Turin Motorshow Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres, the body was now all steel and seated 2+2 passengers The bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Other changes included the lights, the moving of the mirrors from the wing to the door. The line up

contained two models the Sport 1.3S and the Sport 1600.

The Sport 1.3S (1970-72)

The Series two car retained the same engine as the the Series 1 1.3S but now with a five speed gerabox.Very early versions of these Series 2 cars were fitted with Series I bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all-steel bodyshells, no spare wheel hatch, and larger rear lights.

The Sport 1600 (1971-72)

Was powered by a 1584cc engine from the HF, producing 115 bhp and a top speed of 118mph The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. The interior had a oil temperature gauge, bucket seats with headrests and electric front windows as standard. Cromodora alloy wheels like those found on the 1600 HF were optional.

A big thankyou for an incredible 23.1 Million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-205

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

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

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

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

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

www.lamborghini.com

from the concours' program

Elva Cars

ELVA SET

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

AUTOMOTIVE BADGES

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

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

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

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

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

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

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

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

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

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

Speester bodyshell removed from chassis