View allAll Photos Tagged Bodyshell
Etched components from Shawplan used to replace the moulded fan and grille on a Hornby Class 40 bodyshell
Prince Charles Metro launch 1980. At the Longbridge factory British Leyland on 20 October 1980, Prince Charles offically opens the New West Works, designed to make Metro bodyshells using the latest robot technology. Accompanied by Harold Musgrove and Michael Edwardes he studies one of the Unimate robots.
Collection: Longbridge
Date: 1980
Reference Number: L009874-2
To enquire about any of our images or for more information, please contact photo@britishmotormuseum.co.uk or visit our photographic website at www.motorgraphs.com/.
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
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Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
Triumph Dolomite 1850HL (1972-80) Engine 1854cc S4 OC Production 79010 (204,003 all Dolomites)
Registration Number SWY 805 L
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
Developed under the codename Project Ajax and launched at the 1971 British Motor Show (Earls Court, London). The Dolomite was sttyled by Michelotti, but full production was delayed until October 1972 due to industrial unrest. The Dolomite used the longer bodyshell of the front wheel drive Triumph 1500, but with the majority of the running gear carried over from the rear-wheel drive Triumph Toledo. nitially, the only version available used the new slant-four 1854 cc engine, which mated an alloy OHC head to an iron block, providing 91 bhp
The cars were aimed at the then-new compact performance-luxury sector, vying for sales against cars such as the BMW 2002 and Ford Cortina GXL, and was offered with a high level of standard equipment, including twin headlamps, a clock, full instrumentation, luxury seats and carpets, a heated rear window, and a cigar lighter.
The car was capable of 100 mph (160 km/h), with 60 mph (97 km/h) coming up in just over 11 seconds.
Shot at Cars in the Park, Lichfield 01:07:2012 Ref: 86-147
#482.
Chevrolet Impala "Fire Chief" (1959-1960).
Plated radiator and trim, Two figures, Seats, Steering wheels and Spring suspension.
Escala 1/50. (?)
Corgi Toys / Playcraft Toys Limited. London.
Made in Gt. Britain.
Production from 1965 to 1969.
------------------------------------------
FIRE CHIEF'S CAR - 482 [ CORGI ]
[...]
"The original '59 Chevy model was a finely made and very good model, this re-making of it kept much of the good workmanship of the original and added flashy chrome detailing."
(...)
"The second version of the Fire Chief car was released in 1965 and remained in the range until 1969.
It is always red over white with a white 'FIRE CHIEF' decal on the bonnet. There are paper stickers on the doors which can be round or square."
(...)
Source: www.chezbois.com/corgi/1965/Model_482.htm
More info:
www.vintagebritishdiecasts.co.uk/corgi/c482x.htm
www.qualitydiecasttoys.com/products/25855-CORGI-482
www.nigelg.info/diecast/detail.php?ID=2310
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Chevrolet Impala
From Wikipedia, the free encyclopedia
"The Chevrolet Impala (/ɪmˈpælə, -ˈpɑːlə/) is a full-size car built by Chevrolet for model years 1958 to 1985, 1994 to 1996, and 2000 until 2020.
The Impala was Chevrolet's popular flagship passenger car and was amongst the better selling American made automobiles in the United States.
For its debut in 1958, the Impala was distinguished from other models by its symmetrical triple taillights.
The Chevrolet Caprice was introduced as a top-line Impala Sport Sedan for model year 1965, later becoming a separate series positioned above the Impala in 1966, which, in turn, remained above the Chevrolet Bel Air and the Chevrolet Biscayne. The Impala continued as Chevrolet's most popular full-size model through the mid-1980s.
Between 1994 and 1996, the Impala was revised as a 5.7-liter V8–powered version of the Chevrolet Caprice Classic sedan.
In 2000, the Impala was reintroduced again as a mainstream front-wheel drive car. As of February 2014, the 2014 Impala ranked #1 among Affordable Large Cars in U.S. News & World Report's rankings. When the tenth generation of the Impala was introduced for the 2014 model year, the ninth generation was rebadged as the Impala Limited and sold only to fleet customers through 2016. During that time both versions were sold in the United States and Canada. The current-generation Impala is also sold in the Middle East, China, and South Korea."
(...)
------------------------------------------------
- Second generation (1959–1960)
"The 1959 Chevrolet Impala was redesigned. Sharing bodyshells with lower-end Buicks and Oldsmobiles as well as with Pontiac, part of a GM economy move, the Chevrolet's wheelbase was 1-1/2 inches longer. Using a new X-frame chassis, the roof line was three inches lower, bodies were two inches wider, and curb weight increased. Its tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide nonfunctional front air intake scoops were added just above the grille,
The Impala became a separate series, adding a four-door hardtop and four-door sedan, to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW). Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was "Speedminder", for the driver to set a needle at a specific speed and a buzzer would sound if the pre-set was exceeded.
The 1960 Impala models reinstated three round taillights on each side, and a white band running along the rear fenders.
The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The carbureted Turbo-Fire 283 cu in V8 could have either 170 or 230 hp (130 or 170 kW). The 348 cu in was available in 250 to 320 hp (190 to 240 kW) with a 350 hp (260 kW) Special Super Turbo-Thrust with triple two-barrel carburetors, 11.25:1 compression ratio, and dual exhausts. Fuel injection was no longer an option on full-size Chevrolets. New to the options list was speed and cruise control.
Production was 490,000 units.
Right-hand drive cars were made in Oshawa, Ontario, Canada, for New Zealand, Australia, and South Africa and assembled locally from CKD or SKD kits. The right-hand drive dashboard was a mirror image of the 1959 Chevrolet panel and shared with equivalent right-hand drive Pontiac models. Australian models were assembled by hand on the GMH Holden assembly lines."
Production
1958–1960
Model years
1959–1960
Assembly
Baltimore, Maryland, (Baltimore Assembly)
St. Louis, Missouri, (St. Louis Assembly)
South Gate, California, (South Gate Assembly)
Body style
2-door convertible
2 door hardtop
4-door hardtop
4-door sedan
Layout
FR layout
Platform
GM B platform
Related
1959–1960 Chevrolet Biscayne
1959–1960 Chevrolet Bel Air
1959–1960 Chevrolet Brookwood
1959–1960 Chevrolet Parkwood
1959–1960 Chevrolet Kingswood
1959–1960 Chevrolet Nomad
1959–1960 Chevrolet El Camino
1959–1960 Pontiac Catalina
Engine
235 cu in (3.9 L) Blue Flame I6
283 cu in (4.6 L) Turbo Fire V8
348 cu in (5.7 L) W-series Turbo Thrust V8
Transmission
3-speed (close-ratio) manual
3-speed overdrive manual
4-speed manual
Turboglide auto.
2-speed Powerglide auto.
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number BWS 608 L (Edinburgh)
TRIUMPH ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.
Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) swing-spring layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Diolch am 86,141,978 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 86,141,978 amazing views, every one is greatly 7appreciated.
Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 150-332
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.
The assembled bodyshell has had the doors refitted and the upper windscreen, rear window and rooflights fitted.
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number AWM 888 B
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Marriage of the twin cam, twin carburettor 105bhp Lotus engine to a Cortina bodyshell, lowered and with coil rear springing (semi-elliptics 1966) and servo disc and drum brakes. Wide rim wheels and green side flashes. Along with 108mph top speed.
Shot at Tatton Park, Manchester, Classic Car Show 18:08:2012 REF 88-106.
This model turned up in the post on the same day that I uploaded this picture. She is the 3rd Heljan model in my collection (after the Classes 15 and 128), and the 4th model I've bought from a shop called Hattons.
The following information about HS4000 'Kestrel' was taken from the instruction sheet supplied with the model:
Completed as Brush works number 711 in 1967, 'Kestrel' was a private venture, designed and built by Brush Electrical Engineering Co. Ltd of Loughborough (a division of Hawker Siddeley) in conjunction with Sulzer. It was the world's most powerful Sulzer-engined locomotive incorporating the Sulzer 16LVA24 engine, with 16 cylinders arranged in a 'V-shaped' bank delivering 4,000hp at 1,100rpm.
Kestrel was developed around a BR specification for a Type 5, 3,000hp plus, Co-Co locomotive of less than 126 tons suitable for both heavy freight and express passenger work, the latter with 125mph capability.
The body had a stressed skin without conventional underframe or chassis and the cabs received a streamlined treatment by stylists Wiles and Ashmore. The original single piece cast bogie frames with coil and beam suspension were unusual in having an unequal wheelbase. Later in Kestrel's life (June 1969) these were replaced with Class 47 bogies (which is how the Heljan model is depicted) as BR had discovered that Kestrel weighed 133 tons, considerably over their desired 20 tons per axle limit! The Class 47 bogies reduced its overall weight and allowed its use on higher speed passenger work.
The official 'handing-over-ceremony' took place at London Marylebone on 29th of January 1968. Initial trials took place on the West Coast Mainline, with Shap bank being used for a test of 24 coaches, 660 tons, with 46mph being recorded at the summit. In May Kestrel was moved to Tinsley depot (41A) and started work on coal workings from Shirebrook to Whitemoor, two round trps a day, Monday to Friday loaded to a 1,600 tons. By the end of 1968 Kestrel had completed 26,000 miles of trial running.
Following the fitting of the Class 47 bogies, Kestrel embarked on passenger work from London King's Cross, initially the 1N08 09.00 King's Cross to Newcastle and return 1A30 and later the 1N06 07.55 King's Cross to Newcastle and 1A32 return. Upon completion of these trials a return to less glamorous Mansfield - Whitemoor coal trains beckoned, based at Shirebrook depot.
Time was running out for this stylish prototype. BR's need for a single unit high-power passenger locomotive had diminished with thoughts no-doubt leaning towards the HST concept. The freight locomotive was later dealt with upon development on what was later to become the Class 56.
BR sold Kestrel to the U.S.S.R. Railways. After attention at Crewe Works she was taken to Cardiff Docks and shipped to Leningrad on July 8th, 1971.
At some point the power unit was removed for static tests but the bodyshell remained intact and was ballasted with concrete. By the early 1980's it is reported that the locomotive body was suffering from corrosion and - apparently as late as 1993 - the remains of Kestrel was scrapped. A sad end to an impressive locomotive.
Elva Badge - History
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. The original model, based on the CSM car built nearby in Hastings by Mike Chapman, with Standard Ten front suspension, and a Ford Anglia rear axle with an overhead-valve-conversion of a Ford 10 engine. About 25 were made from 1955 with the cylinder head devised by Malcolm Witts and Harry Weslake,
The 1956 Elva MK II works prototype was fitted with a Falcon all-enveloping fibreglass bodyshell 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.
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. In 1961 "an entirely new and rather experimental Elva-Ford" FJ-car debuted at Goodwood, making fastest lap, driven by Chris Meek
Frank Nicholls moved production to Rye, Sussex where the Mk. VI was produced, making its debut at the 1961 Brands Hatch, Boxing Day meeting. On September 8, 1963, Bill Wuesthoff and Augie Pabst won the Road America 500, round 7 of the United States Road Racing Championship, at Elkhart Lake, Wisconsin driving an Elva Mk.7-Porsche.redesigned to take the 1700cc Porsche air cooled engine, and the cars successfully contested the 1964 European Hill Climb Championships.
Around 1964-1966 Elva made a very successful series of Mk 8 sports racers mostly with 1.8 litre BMW engines and some with 1.15 litre Holbay-Ford engines. The Mk8 had a longer wheelbase and wider track compared to the Mk7, which was known for difficult handling due to a 70-30 weight bias to the rear. Following the success of the McLaren in sportscar racing, Elva became involved in producing cars for sale to customers.
Later a tie-up with Elva and the Trojan Group was arranged and they took over the manufacture of the McLaren sports/racer, under the name McLaren-Elva-Oldsmobile
The Elva Courrier roadcar was introduced in 1958 Initially all the cars were exported, home market sales not starting until 1960.
After about 50 cars were made it was upgraded to the Mk II which was the same car but fitted with a proprietary curved glass windscreen, replacing the original flat-glass split type, and the larger 1600 cc MGA engine. Approximately 400 of the Mk I and II were made before production was taken over by Trojan moving the operation to Croydon and Trojan introduced a Mark 2 version in 1962 which was sold as a complete car.at £965 or in kit form
Shot at Donington Historic Festival, 6th May 2012 Ref: 84-157
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
- - -
Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
The GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork by Zagato of Milan. The model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and aluminium doorskins (on the earlier 1300 JZ's).
The 1300 JZ was not specifically intended for racing and did not see much use in competition. The 1300 JZ was first seen in public at the Turin Motor Show of 1969. In total 1117 units were constructed of which 2 were destroyed during production because the bodyshells were not within specification. The 1300 was based on the floorpan, driveline and suspension of the 1300 Spider. However, the floorpan was shortened behind the rear wheels to fit the bodyshell and an Alfa Montreal fueltank was fitted. The last 1300 Junior Zagato was produced in 1972 although in 1974 2 more cars were built according to the records.
(Wikipedia)
- - -
Der Alfa Romeo Junior Zagato, ein zweitüriges, sportliches Fließheck Sportcoupé, wurde von 1969 bis 1975 produziert. Der Entwurf des Fahrzeug stammte von Ercole Spada, dem Entwicklungsleiter der Karosseriefirma Zagato. Hergestellt wurde die Karosserie bei Zagato, dort erfolgte auch die Endmontage. Die Technik stammte im Wesentlichen von der Alfa Romeo Giulia.
Die erste Serie mit der Bezeichnung GT 1300 (Typ 105.93) wurde bis 1972 mit einer Stückzahl von 1.108 Exemplaren gebaut.
(Wikipedia)
Citroen 2CV6 Special Barbour 4x4 l (1981-88) Engine 602cc HO2 OHV Production 3,872,600 (all 2CV)
Registration Number A 489 WGF
CITROEN SET
www.flickr.com/photos/45676495@N05/sets/72157623776731490...
This 2CV is fitted with a Louis Barbour 4x4 wheel drive system. Engineered by Louis Barbour, Yeovil, Somerset the conversion kits are hand built in the Barbour workshops, the kit includes increased ground clearance from the high strength custom built galvanised chassis The kits are presented as a rolling chassis designed especially for the four wheel drive system. They are fitted up with transfer box, rear diff, arms and petrol tank ready to accept the 2cv/Dyane bodyshell and engine of the customers choice Various optional extras, such as difflocks, 652cc engine conversion and low ratio gearboxes are available at extra cost.
Available as the complete kit, or as a complete vehicle.
Thanks for 16.6 Million views
Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-116
The Fiat Tipo (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 also used in 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.
The top of the range was the 2.0 Sedicivalvole (16 valves).
The Sedicivalvole gained its engine from the Lancia Thema, and with a much smaller and lighter bodyshell to house it, this power unit brought superb performance and handling, and a top speed of around 130 mph (210 km/h), which made it faster than the Volkswagen Golf GTI of that era.
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
- - -
Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
Morris Six MS (1948-53) Engine 2215cc S6 S6 OHC Production 12,400
Registration Number CSU 419
MORRIS SET
www.flickr.com/photos/45676495@N05/sets/72157623690377489...
The Morris Six MS was a six-cylinder midsize car made from 1948 to 1953. It was the company's first post war six-cylinder car. At launch the car was priced at £671 on the UK market.
The car was very similar to the 1948 Issigonis designed Morris Oxford series MO sharing the same bodyshell from the windscreen backwards. The bonnet was lengthened to take the overhead camshaft, single SU carburettor, 2215 cc six-cylinder engine which produced 70 bhp.
The whole car was longer than the Oxford with a wheelbase of 110 inches Suspension was independent at the front using torsion bars and at the rear there was a conventional live axle and semi elliptic springs. The steering was not by the rack and pinion fitted to the Oxford but used a lower geared Bishop Cam system. The 10 inches (250 mm) drum brakes were hydraulically operated using a Lockheed system.
The design was shared with Nuffield Organisation stable-mate Wolseley as the 6/80
Shot at Brooklands Bus Museum New Years Day meeting 01:01:2013 REF 90-279
The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.
Models were again arranged 150, 210 and Bel Air. The Nomad two-door Hardtop Wagon shown here is considered to be a sub-variant of the Bel Air series, and was not available in any other trim level. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.
A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.
Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.
Humber Sceptre II (1966-67) Engine 1725cc S4 OHV
Registration Number MBF 816 D (Stoke on Trent)
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
The Sceptre I was introduced in 1965 with a shape somewhere between the Hillman Super Minx and the Sunbeam Rapier, with the former's bodyshell and the latter's grille, quad head lights, dual overdrive and servo front disc brakes.
For 1966 the model was upgraded to the Sceptre II with a larger 1725cc engine and an Automatic option.
Many Thanks for a fan'dabi'dozi 29,348,200 views
Shot 17:08:2014 at Lupin Farm Classic Car Show, Orgreave, Staffordshire Ref 102-711b
Built after the Watford accident on 8th August 1996 but has never been used or carried a number. It was painted into 'First Great Eastern' livery to evaluate it for the Class 360s
“A former London Underground D78 car has been crashed into a 3 tonne tank of water as part of the testing programme being carried out in support of Vivarail’s plans to use the bodyshells of the redundant metro trains to create low-cost ‘D-Train’ diesel multiple-units for use on the national rail network.
The crash test aimed to verify that the train driver would be protected in the event of an incident such as such as a level crossing collision with a farm vehicle.
As part of the rebuilding project Vivarail has ‘substantially strengthened’ the cab’s steel casing and moved the driver’s seat further back from the window. Creactive designed the cab and enhanced safety structure, with input from Simpact which develops protective structures and restraint systems for the automotive industry.
The test was held at the Quinton Rail Technology Centre on a former military site at Long Marston on May 8th 2015. Test track operator Motorail has experience of running crash tests to industry standards, and TRL provided independent monitoring and will produce a full report. The D-Train was pushed to a speed of 26 km/h, and released 80 m from the collision point.
‘We believed that the original aluminium bodies were of sufficient quality and strength and had been so well maintained by Long Underground that the D-Train would be more than up to the challenge’, said Vivarail. ‘However, as with all elements of our train we wanted to out-perform expectations and so it was important to us to prove the original train was in perfect structural condition and that our work to strengthen and increase the cab's structural integrity would provide the additional protection we intended.’
‘From a preliminary visual inspection of the train cab, it appears that the enhanced safety cell structure has improved the crash performance of the cab, maintaining a suitable survival base and protection offered to the driver’, said Mike Pittman, Principal Consultant at TRL. ‘Final results of the test will be released in the coming month.’
Railway Gazette – 12th May 2015
The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.
The 3.5 L (215 cu in) Hemi-6 and 5.9 L (360 cu in) V8 were dropped, and the only engine options were low- and high-compression versions of the 4.0 L (245 cu in) Hemi-6 and the 5.2 L (318 cu in) V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.
Valiant and Regal sedans also benefited from the 1978 introduction of Radial Tuned Suspension in response to Holden's having marketed their suspension as particularly suited to radial tyres.
36,672 CL Valiants — including the last-ever Chargers — were built.
This Valiant wagon is created for the #mocaround49 challneg #vacationwagon
Porsche 911 Carrera RS (1973-74) Engine 2687cc HO6 OC Production 1580
*Registration Number 73 HA
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Carrera name was reintroduced to in 1973, originally applied to the 356 Carrera and in turn came from Porsche class victories in the Carrera Panamerica races accross Central America in the 1950's. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210bhp. With revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wheel arches. In RS Touring form it weighed 1075 kg, in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be required to qualify for FIA Group 4 Class.
49 Carrera RS cars were built with 2808 cc engines
In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price.
This looks every inch the genuinue article, but the DVLA has its first registered date as 08:04:1986.
Many Thanks for a fan'dabi'dozi 27,597,200 views
Shot 27:07:2014 at Silverstone Historic Festival REF: 103-262
Class 92 number 92042 (works number BT1099) was assembled by the BRUSH Traction Company Loughborough in 1996, 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. 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.
According to Realtime Trains the route and timings were;
Dollands Moor Sidings .......0646.........0652.........6L
Ashford International T.......0700.........0702.........2L
Maidstone East [MDE] 1.......0733 1/2...0722........11E
Otford Junction[XOT]..........0818..........0819...........1L
Swanley [SAY] 1.....................0830.........0828........2E
St Mary Cray Junction.........0835.........0832.........3E
Bickley Junction[XLY]..........0836 1/2..0834........2E
Bromley South [BMS]...........0840.........0838 1/2...1E
Shortlands Junction.............0843.........0842.........1E
Bellingham [BGM].................0846 1/2..0844........2E
Nunhead [NHD] 1..................0855.........0854.........1E
Peckham Rye [PMR].............0859.........0856.........3E
Crofton Road Junction........0901.........0857..........4E
Denmark Hill [DMK] 1...........0902........0858.........4E
Voltaire Road Junction........0906 1/2..0902.........4E
Latchmere Junction.............0911 1/2....0908.........3E
Kensington Olympia 2.........0922........0914 1/2....7E
North Pole Junction.............0925........0918 1/2...6E
Mitre Bridge Junction..........0926 1/2..0921.........5E
Willesden West Londn Jn...0928.........0922........6E
Wembley Eur Frt Ops Ctr....0939.........0928........11E
Morris introduced a new rounded unibody car in 1948, the small car was the Minor MM, mid size, the MO Oxford and the large car was the Six MS. All of a similar shape, it was said the Minor looked like a poached egg.
The 6 cylinder Morris Six MS was built from 1948-53. The car was very similar to the MO Oxford sharing the same bodyshell from the windscreen backwards. The bonnet and wheelbase was lengthened 13 inches to take the 2215 cc OHC 6 cylinder engine. The MS got a tall narrow grille whereas the Oxford's was a low and wide.
A de-luxe version was announced in 1953 with leather upholstery, a heater and over-riders on the front bumpers.
The Morris Six MS also shared its body with the more luxuriously finished Wolseley 6/80. The Wolseley's grille was flatter with a more prominent chrome surround.
MB55. / MB120. (M.I.)
Ford Sierra XR4i (1983-1985).
White & black, #1, GEMINI, N. COOPER dark blue, British Open Rally Championship, Tudor Webasto Manx Rally,, Shell Oils decals.
Escala 1/58.
Machbox Superfast.
Matchbox Toys Ltd.
Made in Thailand.
©1983.
Produced from 1983 to 1993.
This variation was issued in 1992-1993.
Sources:
matchbox.wikia.com/wiki/Ford_Sierra_XR4i
www.bamca.org/cgi-bin/vars.cgi?mod=MB120&var=45a
More info:
www.bamca.org/cgi-bin/single.cgi?id=MB120
www.bamca.org/cgi-bin/vars.cgi?mod=MB120
www.cfalkensteiner.com/Matchbox/Catalog/MI/MI001-200/MI12...
www.toymart.com/Matchbox-55h-Ford-Sierra-XR4i/11834
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XR4i [ Ford Sierra ]
"In 1983, the high-performance XR4i version was introduced.
It utilised the same 2.8 L Cologne engine as used in the Ford Capri 2.8 Injection of that era and sported a restyled version of the 3-door Sierra bodyshell.
The double rear spoiler and curious multi-pillared rear windows were considered over-styled by some prospective buyers, and the car never achieved the cult status of the smaller Fiesta XR2 and Escort XR3i.
A version of the XR4i with a 2.3 L turbocharged engine was sold in the United States as the Merkur XR4Ti. The XR4Ti was raced in Europe, most notably by Andy Rouse who used one to win the 1985 BTCC."
(...)
"In 1985 the XR4i was replaced by the XR4x4, which was based on the five-door hatchback, had four-wheel drive and was powered by the same 2.8 L V6 engine but wasn't equipped with the bi-plane rear spoiler.
Only a very limited number of three-door XR4x4's have been built. "
(...)
Source: en.wikipedia.org/wiki/Ford_Sierra
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Ford Sierra
From Wikipedia, the free encyclopedia
"The Ford Sierra is a mid-size car or large family car that was built by Ford Europe from 1982 to 1993.
It was designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément. The code used during development was "Project Toni"
It was named for the Spanish word for mountain range.
The Ford Sierra was first unveiled on 22 September 1982 at the British International Motor Show hosted at the NEC in Birmingham. with sales beginning on 15 October 1982, replacing the Ford Cortina. Its aerodynamic styling was ahead of its time and as such, many conservative buyers (including company car drivers) did not take fondly to the Ford Cortina's replacement.
It was mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Ireland, Argentina, Venezuela, South Africa and New Zealand."
(...)
"The Sierra was the 1983 Semperit Irish Car of the Year in Ireland, although it missed out on the European Car of the Year award to the Audi 100."
Versions:
- Ford Sierra (Mk I): Built from 1982 until 1986.
- Ford Sierra (Mk II): Built from 1987 until 1991.
- Ford Sierra (Mk II facelifted): Built from 1991 until 1993.
Source: en.wikipedia.org/wiki/Ford_Sierra
More info:
www.aronline.co.uk/blogs/cars/ford/sierra-ford/the-cars-f...
noticias.coches.com/noticias-motor/ford-sierra-un-modelo-...
A shed visit to Carlisle Kingmoor depot early in 1976 included hunting down the long line of stored Class 24s in the sidings next to the WCML. Whilst we were there, this interesting cavalcade rolled by, headed up by a Class 25.
Interestingly, in the middle of the cavalcade was an old steam tender, still carrying BR green lined livery - see colour photo below! According to my log book from the day (which I still have :) I 'copped' nine of the Class 24s that day: 24013, 24014, 24019, 24097, 24105, 24106, 24109, 24111 & 24148 :)
Locomotive History - D7579 / 25229
D7579 was built at Darlington works in 1963. After the completion of the ten class 25 locomotives transferred from Derby Works (D5223 - D5232), Darlington Works set about its final order for twenty further Class 25 locomotives. These last twenty locomotives (D7578 - D7597) featured internal changes from the previous order and would be later designated class 25/2. They were all fitted with a Stone Vapour L4610 steam heating boiler. Interestingly Darlington Works continued to use the obsolete bodyshell design for these locomotives instead of the “cleaned up” version used by Derby Works for the class 25/2 and 25/3 sub-classes.
D7579 was delivered from Darlington Works during December 1963, and allocated to Nottingham MPD. Being boiler fitted it was of interest to the Scottish Region operating department and at the end of 1967 it transferred to Eastfield MPD, and would remain in Scotland for the next fifteen years until September 1982 when it was transferred to Longsight and its boiler finally isolated. Its final transfer was to Crewe MPD, from where it was withdrawn in May 1985. 25229 would spend the next eight months dumped at Crewe before moving on the 24th January 1986 with 25054 and 25256 as 9Z38 Crewe Gresty Lane - Doncaster Works, where it was broken up during September 1986. Thanks to John Woolley for the loco history - see his photo in the comments section below
The visit to Carlisle was organised by Dalescroft Railfans Club [see below]:
I remember joining 'Dalescroft Railfans Club' in the early 1970s, around 1973 when I was just 11 years old, and waiting avidly for the monthly magazine which had all the latest railway news, re-numberings, allocations and sightings from around the country. There were adverts for railway tours visiting exotic places like Manchester and Sheffield, and a couple of years later I was able to join a few of those coach tours 'up north'. This was one of said tours - specifically to visit the open day at Crewe Works in 1975.
Some interesting 'gen' on Dalescroft Railfans Club here: rcts.org.uk/forum/viewtopic.php?f=2&t=377
e.g. "I seem to recall a cheaply produced newsletter with observations and stock alterations. Amongst the gen was the first renumbering to five digit TOPS numbers of Classes 27 and 45. So that would put it at about 1972 to 1973."
"Its main activity in the early 1970s was shed bashing trips by road coach, these were listed in the Coming Events column of Railway Magazine. "
The British Rail Class 25, also known as the Sulzer Type 2, was a class of 327 diesel locomotives built between 1961 and 1967 for British Rail. They were numbered in two series, D5151–D5299 and D7500–D7677. In 1974, they were renumbered in the series 25001-25327.
The first 25 locos became known as Class 25/0 and were built at BR Darlington Works. The Class 25/1 locomotives were built at Darlington and BR Derby Works. The Class 25/2 locomotives were built at Derby with some built at Darlington. The final batch of locomotives were designated Class 25/3 and built by Derby Works and Beyer, Peacock and Company of Manchester.
The Class 25s were primarily designed for freight work, but a significant number were fitted with boilers for heating passenger trains. Throughout the 1970s they could be found at work across the whole of the British Rail network although the Eastern and Southern Regions never had a long-term allocation.
Though regular performers into the early 1980s on Crewe-Cardiff passenger trains, they are best known in that respect for their use on the summer Saturday trains to Aberystwyth, a task they relinquished in 1984. They were also often seen in action when the WCML wires were down, dragging trains, and rescuing failed locomotives, mainly on the LMR. The final Class 25 locomotive was withdrawn from operational service in March 1987. More info here: en.wikipedia.org/wiki/British_Rail_Class_25
Taken with my basic Kodak Instamatic using 126 cartridge film.
You can see a random selection of my railway photos here on Flickriver: www.flickriver.com/photos/themightyhood/random/
Network Rail: the DMU 950001 (cars 999601 and 999600) was built in 1987 using the same bodyshell as the Class 150/1 Sprinter DMUs as track assessment unit.
DB Schenker's class 92 number 92030 named "Ashford" in EWS two tone Railfreight Grey livery hauling 34 cargowaggons between Dollands Moor and Wembley European Freight Operations Centre on 27 January 2014. It was photographed again later by Trevor Plackett at Northampton (www.flickr.com/photos/trevor-plackett/12173930143/) with 6B41 from Wembley to Daventry. 92030 was built by Brush Traction, Loughborough in 1995.
92030 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.
DB Schenker's class 92 number 92029 named "Dante" hauls 42 Cargowaggons from Dollands Moor Sidings to Wembley European Freight Operations Centre on 17 January 2014. It was also photographed later in the day at Northampton (www.flickr.com/photos/trevor-plackett/11999887186/) with 6b41 wembley-daventry and 6a42 return. 92029 was also photographed on the same line on 7 January 2014 with a Dollands Moor Sidings to Scunthorpe Redbourne sidings service (www.flickr.com/photos/99279135@N05/11816004655/in/photoli...).
92029 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.
The most adventurous of the early UK diesel prototypes was Deltic, designed and built by English Electric (Dick Kerr) and loaned to BR for operational testing. At the time of its design, the EE company had considerable hopes in the export field, hence the fitting of a large nose headlight, but alas this was not to be. The prime mover incorporated was two D. Napier & Son 'Deltic' D18-25 opposed piston engines, each developing 1,650hp.
The bodyshell, incorporating the two 'Deltic' engines was constructed by EE at the Dick Kerr Works in Preston in early 1955, being ready for testing in October. During construction some deliberation was made over a number or name for the machine; these ranged from DP1 (Diesel Prototype 1) to Enterprise. However, when the loco emerged it carried the name given to its prime mover, Deltic. After acceptance tests Deltic was allocated to Liverpool Edge Hill depot, from where it commenced work on December 13, 1955 on Euston services. After a short time, engine problems befell the loco, which was returned to EE for attention.
During mid-1956 the loco was temporarily reallocated to Carlisle Durran shed from where trials with BR test vehicles were conducted over the arduous Settle route. By Autumn the loco was returned to Liverpool, again working on Euston services such as the "Merseyside Express" or the "Shamrock". From early 1959 Deltic was transferred to Hornsey on the ER, from where ER (GN) trials were undertaken, although not totally successfully. On one occasion the locomotive hit the platform edge at Manors near Newcastle, and on another it lost its cab footsteps at Darlington. By March 1959 high speed performance tests were carried out on the ECML, which involved operations at up to 105mph with a BR dynamometer car. Until June 1959 Deltic had always operated south of the border, but late in the month five days of testing were carried out in the Edinburgh area and over the Waverley route.
By July 1959 most testing was complete and Deltic was diagrammed for general ECML work alongside the East Coast racehorses—the A4 Pacifics. In March 1961 a serious engine failure befell Deltic and it was returned to English Electric's Vulcan Foundry and stored pending a decision on its future. A proposal was made in September 1961 to modify Deltic for operation in Canada in an attempt to attract overseas sales but the idea was not pursued. Under BR operating the locomotive had covered over 450,000 miles.
Deltic remained at Vulcan Foundry until 1963, when a decision was made to restore its bodywork and present the loco, non-operational, to the Science Museum in London, where it arrived on April 28, 1963 on the back of a road low loader. The loco remained in the Science Museum until a re-design required it to be found another home. In October 1993 Deltic was lifted from its bogies, removed from the Science Museum hall and taken by road to the National Railway Museum, York, where it was put on display.
For its entire working life on BR, the loco was painted in a distinctive powder blue livery with aluminium mouldings with yellow 'whisker' markings on the ends.
1. Brands Hatch 25th May '09, 2. A1GP - Brands Hatch 2nd May '09, 3. Race Retro Show - 14th March '09, 4. Race Retro 14th March '09, 5. Lola T70 Spyder, 6. Race Retro Show - 14th March '09, 7. Mk2 Jaguar, 8. Zoooom,
9. Rockingham Stages 13th Dec '08, 10. Porsche 997 GT3 - Brands Hatch 15th Nov '08, 11. Going Home, 12. HGTCC - Brands Hatch 26th Oct '08, 13. Britcar 24Hr Pit & Paddock - Silverstone 20 & 21/09/08, 14. Britcar 24Hr Pit & Paddock - Silverstone 20 & 21/09/08, 15. Austin Mini Se7en - Brands Hatch 25th August '08, 16. Fiat 500,
17. Classics on the Common '08, 18. McLaren M23 - Masters Racing Series '07 Brands Hatch 25th May '07, 19. Lancia Stratos - Chatsworth Rally Show 8th June '08, 20. Ford Escort Estate Mkl - Classic Ford Show - Santa Pod 1st June '08, 21. Austin Healey 3000, 22. HGTCC - Brands Hatch 3rd May '08, 23. A1GP - Brands Hatch '08, 24. Ford RS200s at Ford's Test Centre in Boreham, Essex - 1987,
25. Ford Escort RS2000 Mk1 - Race Retro '08, 26. My Old 2.1 Ford Anglia & Mk1 Cooper S, 27. Hillman Imp, 28. Goodwood '97, 29. Ferrari 250 GTO, 30. Prodrive Open Day '07, 31. Morris Mini 850 Mk1 @ Brands Hatch 23rd Sept '07, 32. Aston Martin DB4 Zagato,
33. A1GP - Brands Hatch 2nd May '09, 34. A1GP Safety Car - Ferrari 599, 35. Race Retro 14th March '09, 36. Race Retro Show - 14th March '09, 37. Race Retro 14th March '09, 38. Mini Cooper S Mk1, 39. BMW M3 E30, 40. Pre '93 Touring Cars,
41. Classics on the Common '08, 42. Maserati A6G Zagato, 43. Masters Racing Series - Brands Hatch 26th May '08, 44. Ferrari 250 GTO, 45. VK Vodka Kick Girls - Chatsworth Rally Show - 8th June '08, 46. Ford Anglia - Classic Ford Show - Santa Pod 1st June '08, 47. X-Pack Ford Escort RS2000 Bodyshell, 48. Top Hat Pre '66 Saloons - Brands Hatch 26th May '08,
49. HGTCC - Brands Hatch 3rd May '08, 50. Porsche Carrera RSR, 51. Brands Hatch Rallycross GP - Late 80s, 52. Goodwood Festival of Speed '97 - Works WRC Ford Escort Cosworth, 53. Camaro Pro-Street Drag Car - Therapy, 54. Alfa Romeo 6C, 55. Gurston Down Hillclimb '90 Audi Sport Quattro SWB, 56. Richard Burns' Peugeot 206 WRC - Rally Day '06 @ Castle Combe,
57. Brands Hatch 23rd Sept '06, 58. Masters Racing Series '07 Brands Hatch 25th May '07, 59. Ford Mustang, 60. Prodrive Works Subaru WRC Cylinder Head., 61. James Bond's Vanquish, 62. Dialynx Quattro, 63. Prodrive Open Day '07, 64. Martin Schanche's Escort Xtrac Turbo,
65. Porsche 911 RSR, 66. Mercury Comet Cyclone, 67. The David Leslie Memorial Trophy, 68. Westfield, 69. A1GP Mosaic, 70. Into The Night - Brands Hatch 15th Nov '08, 71. BMW M3 E30, 72. HGTCC - Brands Hatch 26th Oct '08
Created with fd's Flickr Toys
The GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork by Zagato of Milan. The model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and aluminium doorskins (on the earlier 1300 JZ's).
The 1300 JZ was not specifically intended for racing and did not see much use in competition. The 1300 JZ was first seen in public at the Turin Motor Show of 1969. In total 1117 units were constructed of which 2 were destroyed during production because the bodyshells were not within specification. The 1300 was based on the floorpan, driveline and suspension of the 1300 Spider. However, the floorpan was shortened behind the rear wheels to fit the bodyshell and an Alfa Montreal fueltank was fitted. The last 1300 Junior Zagato was produced in 1972 although in 1974 2 more cars were built according to the records.
(Wikipedia)
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Der Alfa Romeo Junior Zagato, ein zweitüriges, sportliches Fließheck Sportcoupé, wurde von 1969 bis 1975 produziert. Der Entwurf des Fahrzeug stammte von Ercole Spada, dem Entwicklungsleiter der Karosseriefirma Zagato. Hergestellt wurde die Karosserie bei Zagato, dort erfolgte auch die Endmontage. Die Technik stammte im Wesentlichen von der Alfa Romeo Giulia.
Die erste Serie mit der Bezeichnung GT 1300 (Typ 105.93) wurde bis 1972 mit einer Stückzahl von 1.108 Exemplaren gebaut.
(Wikipedia)
The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.
Models were again arranged 150, 210 and Bel Air. The Nomad two-door Hardtop Wagon shown here is considered to be a sub-variant of the Bel Air series, and was not available in any other trim level. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.
A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.
Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.
W121
Chassis n° 002374B
Coachwork by Binz
Zoute Sale - Bonhams
Estimated : € 40.000 - 60.000
Sold for € 36.800
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
Introduced at the Frankfurt Auto Show in 1956, the 190 saloon was a larger-engined version of the landmark 180 of 1953, Mercedes-Benz's first unitary construction model. Dubbed 'Ponton' because of its high, box-section, side members, the 180/190 bodyshell offered superior resistance to distortion when compared to the separate body/chassis of the preceding generation. As well as greatly increasing rigidity, the new design was notable for carrying the entire engine, transmission, steering, and front suspension assemblies on a detachable rubber-mounted sub-frame, an arrangement that greatly reduced noise. This altogether more modern coachwork also afforded its occupants greater roominess and much-improved visibility.
The rare 190 D station wagon offered here carries coachwork by Binz GmbH & co AG, a German coachbuilder specialising in providing vehicles for the emergency services and building other custom designs on, mainly, Mercedes-Benz chassis. The car was delivered new by R G Lents & Company on Sunset Boulevard, Hollywood, California, USA to Susanna B Davidson of Pasadena, California It came with an original colour scheme of White Gray exterior and red leather and leatherette interior, which featured a sun visor and heater blower.
The car is accompanied by a photocopy of the Mercedes-Benz Fahrzeug Daten, the original owner's manual, owner's service policy, and original service book stamped at 11,820 miles, and the old US title, as well as other documents that allow us to trace several of its previous owners, including Robert Merrigan, who owned it from 1993 to 2008. Later, in 2010, the car was imported from the USA to the Netherlands.
This rare 'Binz-Benz' survivor, restored a few years ago, offers a distinctive, practical, and stylish alternative while retaining the robust and reliable characteristics of the 190 D Mercedes-Benz from the early 1960s. It represents a rare and appealing option for enthusiasts of classic Mercedes-Benz models.
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
- - -
Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
Esta pequeña furgoneta Ford de Inglaterra Thames ha sido modificada con un motor Chevrolet V8 y la suspensión de un Jeep dejando la carrocería bastante original.
he Ford Thames 300E is a panel van produced by Ford of Britain from 1954 to 1961. [1] The Thames (or Thames Trader) name was given to all available sizes of commercial vehicle produced by Ford in Britain during the 1950s and until the arrival in 1965 of the UK built Ford Transit.
The 300E was introduced in July 1954, based on the Ford Anglia / Prefect 100E saloon range and it shared its bodyshell with the station wagon versions of the line. and 1172 cc sidevalve four cylinder engine with those models. Oddly, the bodyshell was optimized for use as a panel truck rather than a wagon with its two, short passenger doors and shorter overall length than the sedans. Initially produced only as a single model with 5 cwt (250 kg) carrying capacity, the range was later expanded with the introduction of Standard and Deluxe 7 cwt (350 kg) variants. All three offered the same 66-cubic-foot (1.9 m3) load volume. Production totalled 196,885 examples comprising 139,267 5 cwt, 10,056 Standard 7 cwt and 47,562 Deluxe 7 cwt units.[2]
300E production ended in April 1961 and the van's replacement, the Anglia 105E based Thames 307E, was introduced in June of the same year.
The second-generation Volkswagen Golf (also known as the Typ 19E until the 1991 model year, and Typ 1G thereafter) was launched in Europe at the Frankfurt Motor Show in September 1983, with sales beginning in its homeland and most other left-hand drive markets soon after. It debuted in March 1984 on the right-hand drive British market, and it was introduced as a 1985 model in the United States. It featured a larger bodyshell, and a wider range of engine options.
During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.
The successful Golf GTI (or, in the US, simply "GTI") was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a naturally aspirated Bosch K-Jetronic fuel injected 1,781 cc (1.8 L; 108.7 cu in) Inline-four engine developing 112 PS (82.4 kW; 110.5 hp). In 1986 (1987 for North America) a Golf GTI 16V was introduced; here the 1.8 litre engine output was 139 PS (137 hp; 102 kW) at 6,100 rpm (or 129 metric horsepower (95 kW) for the catalyst version) and 168 newton metres (124 lbf⋅ft) at 4,600 rpm of torque,[6] the model was marked by discreet red-and-black "16V" badges front and rear. US/Canadian GTIs were later equipped with 2.0, 16-valve engines, available in the Passat and Corrado outside North America. In 1990, like the Golf, the GTI was given a facelift, and the "Big Bumper" became standard on all GTIs.
Being October, which had always been the LUGNuts anniversary month, this Mk2 VW Golf GTi has been built to the 42nd challenge theme 'Autos aus Deutschland'.
Coachwork by Henri Chapron
Chassis n° 4609606
Bonhams : the Zoute Sale
Estimated : € 190.000 - 220.000
Sold for € 207.000
Zoute Grand Prix 2019
Knokke - Zoute
België - Belgium
October 2019
Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.
The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until recently in top-of-the-range models.
In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
Built in 1967 and first registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox and retains its original registration, '6394 UY 75'. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory.
In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in 1967. Today, this DS remains in outstanding condition; fastidiously maintained, it runs and drives superbly. Restoration bills are on file and the car also comes with its original plates and a French Carte Grise. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed.
American Speedfest, held on the Brands Hatch Indy circuit on Sunday 9th June 2013
The sprit of the Southern States of American has arrived at Brands Hatch this weekend, bringing the big authentic V8 soundtrack if not the Southern temperatures. A huge crowd had assembled in a rather cold corner of Kent, to sample the true American experience complete with the sizzling aroma of the B-B-Q competition, the rocking sound of the live Elvis tribute band and the Daytona atmosphere of the recreated Victory Lane.
The US theme continued on the track with racing from almongst others, the Pick-Up truck series, Legend cars and the headline action from the NASCAR Eurocar series. Most of the races were close affairs, however the Pick-Up trucks managed to go one better and actually recreate the frenetic massed pack racing, with contact aplenty, so reminiscent of the Daytona restrictor plate races.
The Southbank and all along "Route 66" otherwise known as Colin Chapman Way, was completed filled by a massive display of American cars. I had never realised that there were so many American cars in the UK and of the sheer variety of different models of Mustangs, Corvettes and Chevys. The Americans have made some very impressive muscle cars over the last 50-years.
The main race for the NASCAR Eurocar series was proceeded by a massively attended Grid Walk with the drivers introduced to the crowd. The field is made up of various continental drivers with a large French contingent. The cars are a standard silhouette tubular platforms with a lightweight cladded bodyshells from Ford, Chevrolet and Dodge. Powered by a traditional 400bhp V8 Chevy 6-litre engine with large slick tyres. These simple vehicles are very quick in a straight line and very exciting around the corners.
We then had the US national amthem before the Vice President of NASCAR gave the famous instruction for "Drivers start your engines" The rumble of 8V powered Eurocars echoed around the Indy circuit as the cars made their way around behind the Chevy Camero safety car, before gunning the engines to maximum as the two by two rolling grid passed over the stripe. The racing progressed in a highly competitive, very robust manner with the cars slowly divesting themselves of various body panels around the track.
One of the highlights was the afternoon demonstration runs for genuine US NASCAR cars, including a 2009 Chevrolet Impala Sprint Cup Car painted up in Jeff Gordon's famous no24 livery, a 2010 Dodge Charger Nationwide Series car once driven by Kasey Kahne and a replica of the legendary 1970 Plymouth Superbird Cup car once driven to multiple victory by the great Richard Petty.
The festival appeared to be a great success with what must have been a larger than expected euthurasic crowd, which weren't put off by the unusally cold and dull June weather.
Coachwork by Henri Chapron
Chassis n° 4609606
Bonhams : the Zoute Sale
Estimated : € 190.000 - 220.000
Sold for € 207.000
Zoute Grand Prix 2019
Knokke - Zoute
België - Belgium
October 2019
Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.
The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until recently in top-of-the-range models.
In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
Built in 1967 and first registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox and retains its original registration, '6394 UY 75'. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory.
In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in 1967. Today, this DS remains in outstanding condition; fastidiously maintained, it runs and drives superbly. Restoration bills are on file and the car also comes with its original plates and a French Carte Grise. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed.
395 009 Rebecca Adlington (Left)
395 022 (Right)
at St Pancras Station
British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.
The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.
The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).
During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.
An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.
A twenty-ninth train was later added to the agreement in order to provide additional capacity.
The first train was delivered from Japan to Southampton Docks on 23 August 2007.
It was then hauled to Ashford in Kent for acceptance testing by Serco.
Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.
The final unit arrived in Southampton on 17 August 2009.
The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.
A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.
As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.
The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.
They are owned by HSBC Rail, and leased by Southeastern.
The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.
They are designed as true high-speed trains, capable of 225 km/h.
The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.
The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.
The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.
The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.
The 6-car trainsets consist of
2 Driving trailer cars each of length 20.65 metres (67.7 ft)
4 Standard motor cars of length 20.0 metres (65.6 ft)
In total the train is 121.8 metres (400 ft) long over the couplings.
The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.
The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.
The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.
The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.
Unusually for a high speed passenger train, there is no first class accommodation.
Giulia Sprint GTA (1965–1969)[edit]
Tipo: 105.32 (Alfa Romeo), 105.02/A (IGM homologation), 105.34 (right hand drive).
Engine: 00502/A or 00532/A (identical save for no. prefix.).
Giulia Sprint GTA, factory standard
The Alfa Romeo GTA retained the external form of the Giulia Sprint GT, but was constructed with aluminum external panels replacing the standard steel panels. The 'A' stood for "Alleggerita", Italian for "lightened". The engine was based on that of the standard 1600 cc car with a new, twin-plug head and Weber 45DCOE carburettors. The sump, camshaft cover, timing cover and clutch housing were in lightweight magnesium alloy instead of the standard aluminium alloy. Many other measures were also taken to lighten the car, and tune it for racing. All GTA's had the lower rear wheelarches as fitted to the Giulia Sprint GT's and GTV's, and very early GT 1300 Juniors. The GTA was available from the factory as a high-performance car for the road or racing. Unmodified cars in factory trim have come to be known as "GTA Stradale" but few were sold in this form. Most customers were racers and had them further modified and tuned before delivery by Autodelta, which had become a wholly owned Alfa Romeo subsidiary running its competition department.
GTA 1300 Junior (1968–1975)[edit]
Tipo: 105.59. Engine: 00559.
The Alfa Romeo GTA 1300 Junior (Tipo 105.59) was based on the early step-front GT 1300 Junior, incorporating the same modifications as the GTA. Its engine was not based on the standard 1300 cc motor but was instead based on the 1600cc GTA engine with the same bore but a shorter stroke (67.5 instead of 82 mm). Unlike the GTA, the GTA 1300 Junior featured the higher rear wheelarches as first seen on the GT 1300 Junior and later adopted for the 1750 GTV. Once again the GTA 1300 Junior was available as a standard car from Alfa Romeo, but most were modified by Autodelta for racing before delivery. Production of the GTAJ continued through 1975.[23]
GTAm[edit]
Alfa Romeo GTAm
The Alfa Romeo 1750 GTAm (later called 2000 GTAm when the 2000 GTV was introduced) appeared in 1969. Unlike the Giulia Sprint GTA and GTA 1300 Junior, The GTAm was not built by Alfa Romeo, was never available from the factory and was never issued its own Tipo number. There have been two schools of thought about the origin of the "Am" moniker, one explaining Am as standing for "Alleggerita maggiorata" (Italian: lightened enlarged, referring to the lightened body and enlarged cylinder capacity) and the other as standing for "America". Marco Fazio of the Alfa Romeo Documentazione Storico confirmed on the Spettacolo Sportivo in September 2011 that "America" is the official type name.
The GTAm was initially built by Autodelta and was based on the US version of the 1750 GTV (Tipo 105.51) which was fitted with a SPICA mechanical fuel injection system to meet US emissions regulations. The GTAm used the extra full-throttle power which the injection system could develop for racing. Some GTAm's were converted from European-spec carburettor-induction 1750 GTV's (Tipo 105.44) and retrofitted with the injection system. The chassis are therefore numbered randomly from the ranges assigned to Tipo 105.51 and Tipo 105.44 cars (the chassis numbers do not start with 105.51 or 105.44; the chassis numbers were separate from the Tipo numbers in the 105 and 115 series Alfas). The customer had to either buy a 1750 GTV at the factory or use an existing car. The car would be shipped to Autodelta to be converted to a GTAm (which was available in various levels of tune to suit various rules and classes of competition).
Besides the cars built by Autodelta, some racing teams and private workshops ordered parts from Autodelta and other tuners and assembled the cars themselves on a new or existing bodyshell. Because of this, and of the lack of a specific chassis number series, the total number of GTAm's built is difficult to verify. According to sources, a total of some 40 were built by Autodelta and other racing workshops.
As in the GTA and GTA 1300 Junior, the engine had a special cylinder head with twin spark plugs per cylinder in contrast to the standard car's single plugs, but this time the head was to a new design having a much smaller included angle between the valves than in previous Alfa engines. The original 1750 engine block was used, and by inserting a monosleeve instead of four individual cylinder liners, the capacity was enlarged from the standard 1779 cc to 1985 cc and later to 1999 cc. The GTAm (1969–1971) could produce up to 240 PS (177 kW; 237 hp).
Unlike the GTA and GTA Junior, in which all the outer body panels were made of aluminium alloy instead of the standard car's steel, the GTAm retained the standard steel body modified with some aluminium and/or plastic parts. Because of an increased minimum weight in 1971 (up from 920 to 940 kg), the GTAm's had less need for lightweight body parts.
For a clearer understanding of how the GTAm was built you need to check the competition rules in the period the GTAm raced, i.e. the FIA rules for 1970/71/72 plus homologation FIA 1576 Group 2 document. The twin spark engine for the GTAm was first homologated using FIA 1576 G2 variation 3/2V 1st Jan 1970. In 1972 FIA rules changed and the GTAm could not race with aluminum doors and boot lid in FIA events.[24]
Sold for £ 2.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The A90 Six Westminster was introduced at the 1954 London Motor Show alongside the smaller A40/50 Cambridge saloon range.
It used the new BMC C-Series 2.6-litre straight-six engine which, with a single Zenith carb, produced 85bhp. Suspension was independent at the front using coil springs and wishbones, with leaf springs and anti-roll bar on the live axle at the rear. The four-speed column-change transmission had synchromesh on the top three ratios.
They were as tough as old boots, and even in period competed successfully on International rallies. Nowadays they remain a long-distance rally car of choice, their eminently tuneable C-series engines able to take lots of punishment, as can the sturdy bodyshell and rugged suspension.
This superb 1956 model registers just over 32.000 miles on the clock, which although unsubstantiated, could well be correct given the superb original condition of the car. Show car or race car – those are the options. What happens next is entirely down to you.
The V5C shows five previous owners, although sadly there is no other paperwork with the car.
We do know that its last MOT took place in 2012, but it has seen so little use over the last 12 years that some recommissioning work is bound to be required, however a few weekends work should have it back to near show condition.
Ford's long awaited 'droop snoot' RS 2000 was launched at the Earls Court show of October 1975. It was the most luxurious of the sporting Escorts of the time (the others being the Mexico and RS 1800), and was powered by an uprated version of the 2.0-litre OHC Pinto unit employed in the Capri, Cortina and Granada - a four-into-two exhaust manifold coupled to a big bore exhaust system raising its output to 110bhp. This was sufficient to help sprint the Escort to 60mph in 8.5 secs and on to a top speed of almost 110mph. The stiff, but very effective, suspension included radius arms on the rear, and the foam-filled plastic snout and flexible rear spoiler were said to give a significant reduction in drag.
'MPY 568P' can be regarded as a homage to / recreation of Ari Vatanen's Group 1 Avon Tour of Britain car and was built by Mike Jordan of BTCC and GT racing team Eurotech for his own use. It was based on the concours bodyshell of a 1976 RS 2000 Custom, complete with welded bespoke roll cage, Dave Brooks ultimate Group 1 specification Pinto engine with German camshaft, twin downdraught Webers and special hi-torque exhaust manifold. The unit drives through a Quaife Pro gearbox, and on to a baby Altlas axle fitted with Ford Motorsport limited slip differential. The car currently wears a composite bonnet and boot, but the originals are available to allow FIA compliancy. The seats are said to be top quality Sparcos with matching head restraints and there is a Coralbra trip meter.
395 018
British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.
The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.
The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).
During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.
An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.
A twenty-ninth train was later added to the agreement in order to provide additional capacity.
The first train was delivered from Japan to Southampton Docks on 23 August 2007.
It was then hauled to Ashford in Kent for acceptance testing by Serco.
Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.
The final unit arrived in Southampton on 17 August 2009.
The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.
A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.
As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.
The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.
They are owned by HSBC Rail, and leased by Southeastern.
The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.
They are designed as true high-speed trains, capable of 225 km/h.
The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.
The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.
The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.
The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.
The 6-car trainsets consist of
2 Driving trailer cars each of length 20.65 metres (67.7 ft)
4 Standard motor cars of length 20.0 metres (65.6 ft)
In total the train is 121.8 metres (400 ft) long over the couplings.
The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.
The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.
The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.
The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.
Unusually for a high speed passenger train, there is no first class accommodation.
"OI Get yer hands off my train" said the lady that cleans them, my wife took no notice and posed with 395 002 Sebastian Coe
British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.
The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.
The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).
During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.
An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.
A twenty-ninth train was later added to the agreement in order to provide additional capacity.
The first train was delivered from Japan to Southampton Docks on 23 August 2007.
It was then hauled to Ashford in Kent for acceptance testing by Serco.
Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.
The final unit arrived in Southampton on 17 August 2009.
The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.
A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.
As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.
The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.
They are owned by HSBC Rail, and leased by Southeastern.
The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.
They are designed as true high-speed trains, capable of 225 km/h.
The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.
The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.
The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.
The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.
The 6-car trainsets consist of
2 Driving trailer cars each of length 20.65 metres (67.7 ft)
4 Standard motor cars of length 20.0 metres (65.6 ft)
In total the train is 121.8 metres (400 ft) long over the couplings.
The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.
The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.
The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.
The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.
Unusually for a high speed passenger train, there is no first class accommodation.