View allAll Photos Tagged Bodyshell
The Porsche 911 (pronounced as Nine Eleven, German: Neunelfer) is a luxury 2-door sports coupe made by Porsche AG of Stuttgart, Germany.
These 1972 and 1973 Carrera RS models, valued by collectors, are considered by many to be the greatest classic 911's of all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.
The Manta A was released in September 1970, two months ahead of the then new Opel Ascona on which it was based. A competitor to the Ford Capri, it was a two-door "three-box" coupé, and featured distinctive round tail lights, quite similar to those on the Opel GT and which in fact were used on the GT in 1973, its final model year. In the UK market, the first Manta was sold only as an Opel: there was no Vauxhall-branded Manta (or Ascona) until after the launch, in 1975, of the Manta B1 and Ascona B.
The second car to use the Manta name was launched in August 1975. This two-door "three-box" car was mechanically based directly on the then newly redesigned Opel Ascona, but the overall design was influenced by the 1975 Chevrolet Monza. The Manta had more "sporty" styling, including a droop-snoot nose not seen on the Ascona, although it was standard, on the UK version of the Ascona, the Vauxhall Cavalier. There was still no "Vauxhall Manta", with the car remaining an Opel in the UK. However, a Vauxhall Cavalier was available with the same coupé bodyshell.
In 1977, a three-door hatchback version appeared to complement the existing two-door booted car. This shape was also not unique, being available on the Vauxhall Cavalier Sports Hatch variant.
Both Manta versions received a facelift in 1982, which included a plastic front spoiler, sideskirts for the GT/E and GSi models, a small wing at the rear and quadruple air intakes on the grille.
(Wikipedia)
- - -
Der Opel Manta ist ein fünfsitziger Pkw der Adam Opel AG, der als Manta A im September 1970 auf den Markt kam. Der Wagen ist die technisch identische Coupé-Version der zwei Monate später vorgestellten Opel Ascona A-Limousine. Das Coupé mit wassergekühltem Vierzylinder-Frontmotor und Hinterradantrieb wurde als Konkurrent des bereits seit 1968 erfolgreichen Ford Capri auf den Markt gebracht.
Der Manta A wurde zunächst mit drei verschiedenen CIH-Motoren angeboten, die auch in der größeren Rekord C-Limousine Verwendung fanden: zwei 1,6-l-Varianten mit 68 PS bzw. 80 PS sowie der 1,9-l-Version mit 90 PS.
Als im August 1988 der letzte Manta B vom Band lief, war seine Technik mit der aus dem Kadett B von 1967 stammenden Starrachse (Zentralgelenkachse) und den seit 1965 produzierten CIH-Motoren überholt, obwohl die letzten Modelle schon mit ungeregeltem Katalysator und 5-Gang-Getriebe ausgerüstet wurden. Für Opel war der Manta ein Erfolg: Von beiden Modellreihen wurden zusammen 1.056.436 Wagen gebaut.
(Wikipedia)
N. 0/200 D.
Osi Bisiluro Prototype (1967).
Escala 1/66.
Penny Export.
Made in Italy.
Años 60.
More info:
www.hobbydb.com/catalog_items/osi-bisiluro
uno64.mforos.com/2094013/11048854-penny-politoys-polistil...
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Pennys from Italy - Much Admired Micromodelli
Posted by: Doug in Member Blogson Feb 18, 2009
This article was published in 2004, story and images by Doug Breithaupt, Rob Gras and Craig Mueller
(...) "In Italy the models of Mercury were industry leaders and they created Speedy. A relative new-comer, A.P.S. Politoys, founded in 1960, offered a new line of 1:66 scale models and used the Penny name.
Later the Politoys name was changed to Polistil to avoid potential confusion with a British firm named Palitoys.
By 1967, the first explosion of small-scale toy cars was well underway. These early years of 1:64 scale had a strong national flavor with most firms offering a primary selection of models based on the cars and trucks of their native country with a lesser selection of models based on vehicles from other countries.
Often, these models were initially offered for sale in the home country as well although the North American market provided a sales opportunity that could not be ignored."
(...)
"1967 was the initial year for Penny 'micromodelli' and the series only lasted until late 1969 or early 1970 when, like the whole toy car world, a response to Mattel's Hot Wheels was seen essential for survival.
As the packaging shows, a penny and checkered stripe was part of the box art along with illustrations of the model enclosed.
In just 3 short years, Penny produced less than 50 models but among them are some that have become favorites of collectors world-wide."
(...)
"Penny sorted their models into three categories.
- The first was 'Corse', a series of Formula 1 race cars. They created the F1 racing grid for 1967 with models 0/1 through 0/10. New F1 cars for 1968 were offered as 0/11 through 0/15. The rising success of F1 racing and the release of movies like Grand Prix were certainly an inspiration for these models, just as they were for Matchbox, Best Box of Holland and others. The Penny F1 models seem a bit more toy-like than some with large tires. Still, they offer correct colors and must have provided hours of play-time for the junior racing crowd. Polistil continued to offer grand prix cars in small-scale with more realistic models of the 1975, 1976 and 1982 F1 grid, in the later RJ series.
- The second series of models were identified as 'Berlina' and represented a mix of production and concept cars. The remainder of this article will focus on these 'Berlina' models.
- The third category was 'Veicoli Industriali' and included a variety of trucks a snowplow, minibus and tractor shovel in the series. These were numbered 0/110 to 0/122.
(...)
0/200D Osi Bisiluro
"This unique twin-boom concept car is easily the most unique model in the Penny line. While this design has advantages for a sailboat, it's hard to justify on a car."
(...)
0/205 Caravan Trailer
"This tear-drop caravan was the last of the Penny line.
After that, all models carried the Polistil name."
Source: www.planetdiecast.com/index.php?&option=com_myblog&am...
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OSI Silver Fox Prototype (1967)
"O.S.I. (Officine Stampaggi Industriali) Bisiluro “Silver Fox” – Catamaran sportcar (double trunk).
A strange body that resembled more to a nautical vehicle was introduced to the 1967 Turin Motorshow.
Conceived for a possible use in the race or for the attempts of record, it was equipped by a Alpine engine to four cylinders of 1000 cc., positioned behind the seats on the left side. Among the two interior prominences was positioned three wing-shaped aids that furnished an aerodynamic support.
The first one was usable to firm vehicle, the second, that central, with the vehicle in drive, while the third one, systematized on the back one it was fixed and it also included the brakes."
Source: oldconceptcars.com/exotic/osi-silver-fox-prototype-1967/
More info:
es.motors.wikia.com/wiki/OSI_Silver_Fox
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Officine Stampaggi Industriali
From Wikipedia, the free encyclopedia
"OSI, acronym for Officine Stampaggi Industriali (literally "Industrial Stampings Workshops") was a coachbuilding company founded in 1960 in Turin by former Ghia president Luigi Segre (1919–63) and Arrigo Olivetti (1889–1977) from the Fergat company, a manufacturer of automotive components.[OSI was intended to be an independent design branch of Ghia's, focussing on niche efforts.
The short lived company made some custom built cars based on Alfa Romeo, Fiat and Ford models.
One of their first contracts was to build the bodyshells of the 1960 Innocenti 950 Spider, designed by a young Tom Tjaarda at Ghia's behest.
Probably its best known model outside Italy was the Ford 20M TS Coupé based on the German Ford Taunus 20M. The car was designed by Sergio Sartorelli, better known as the designer of the Type 3 based Volkswagen Karmann Ghia Type 34. Approximately 2,200 of the Ford 20M based coupés were produced, of which approximately 200 were thought to have survived through till 2010.
The company also built the Ford Anglia Torino designed by Giovanni Michelotti: 10,007 examples of this model were sold in Italy.
Segre died following appendicitis in 1963, leaving the rising company without its personal link to Ghia and Ford.
He was replaced by Giacomo Bianco of Fergat, but Bianco was unable to keep the company afloat as contracts began to dry up.
In 1966 2,000 employees had to be laid off, and OSI car production ended in December 1967.
Bianco was fired and Sartorelli was charged with winding up operations, incorporating the OSI design office with that of Fiat's in May 1968.
The company remained active as a producer of steel pressings and industrial equipment."
------------------------------
Some models by Osi:
- Alfa Romeo 2600 Berlina de Luxe 1965.
- Alfa Romeo Giulia Scarabeo 1966.
- Ford Anglia Torino.
- OSI-Ford 20 M TS.
Source: en.wikipedia.org/wiki/Officine_Stampaggi_Industriali
Legends car racing is a style of race car sanctioned by INEX. Designed primarily to promote exciting racing and to keep costs down, the specifications are closely regulated to keep the cars similar. The bodyshells are 5/8-scale replicas of American sedans and coupess from the 1930s and 1940s, powered by a Yamaha 1200cc motorcycle engine. Total price cannot exceed $12,995. Some of these cars are driven by racers who are still to young to attain a driver's license for the street.
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.
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.
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-...
Nº 23.
Jaguar XK Coupé.
Escala 1/60.
"Coches en miniatura" - "El Periódico" (España).
Welly/Nex.
Año 2015.
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Jaguar XK
From Wikipedia, the free encyclopedia
"The Jaguar XK series (XK, XK8 and XKR) is a series of grand tourer cars produced by British car maker Jaguar Cars since 1996. The series was introduced at the Geneva Motor Show on 5 March 1996, and the last car came off the production line on 23 July 2014.
The first generation of the series, the XK8, replaced the XJS, and was available as a coupé and convertible. The XK8 was the first 8-cylinder vehicle produced by Jaguar since the Daimler 250, introducing the Jaguar AJ-V8 engine.
The second generation XK was launched in 2006 (as a model year 2007). The new XK introduced an aluminium monocoque bodyshell, and is available both as a two-door coupé and two-door cabriolet/convertible, with just the engine and associated mechanicals being carried forward."
(...)
- XK8/XKR (1996–2006)
- XK/XKR (2007–2014)
"The newly designed XK was unveiled in 2005 at the Frankfurt Motor Show in Germany. Jaguar's chief designer Ian Callum (who was also responsible for working on the Aston Martin DB7 and Vanquish coupés) claimed that the inspiration for the shape of the new XK came from his admiration for British actress Kate Winslet's curves. The X150's grille was also inspired from the famous 1961 Jaguar E-Type.
The standard XK model has an unlimited top speed of 158 mph whilst the XKR an unlimited top speed of 174 mph. An even faster variant, the XKR-S model was introduced at the Geneva Motor Show in 2012. The XKR-S gained an additional 40-horsepower over the XKR bringing the 0-60 mph time down to only 4.4 seconds and the top speed up to 300 km/h (186 mph) - making it the fastest Jaguar yet after the Jaguar XJ220. A convertible version of the XKR-S was released in 2012.
Production of the XK ceased in July 2014 without a replacement model until F-Type."
Source: en.wikipedia.org/wiki/Jaguar_XK
Class 442. 2415. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Operating the 1A61 1318 Brighton to London Victoria service. Seen at Brighton Station.
These units were new to the South Western division of Network SouthEast operating services from London Waterloo to Weymouth. These were withdrawn from South West Trains and eventually transferred to Southern Railway to primarily operate the Gatwick Express services.
#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.
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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.
Bizarre hybrid created by transplanting the major mechanical parts from an Alfa Sud into a Nissan Cherry bodyshell.
It ended up as a "worst of both worlds" with Alfa build quality & Nissan road handling.
It does hold the honour to be the the first Japanese badged car to be built in Europe, but only 2 years later Nissan were building cars themselves in Sunderland.
London North West registered B432OLW was actually a silver Alfa Romeo 33 Green Clover 1490cc which was last taxed on 1 June 1996.
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)
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)
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)
Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6
Registration Number N 442 XDV (Exeter)
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.
The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W
Many thanks for a fantabulous
46,553,543 views
Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-363
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
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/.
When older batch Hot Wheels disappear from the usual retailers, the U.S. sourced long card versions appear in places like Poundland which makes getting stuff like this Morris Mini easier. Although not as well cast as its Matchbox equivalent, there is a great sporty look to this with its flared arches and seriously good livery. I'm not sure what the purpose of having a bodyshell which lifts off from the baseplate but maybe the kids like it! LOL.
Good to see the Morris marque used to. Mint and boxed.
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
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.
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.
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.
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
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
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)
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
-----------------------------------------------------------------------------------------------
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-...
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 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.
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.
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
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.
After a couple of weeks of Tractor action on the Nukes it was time for the GMs to play out today. Now when I say GMs I mean 'Genetically Modified' as opposed to 'General Motors'. Even though the locomotives have power units by the latter named source, the 57s are Class 47 bodyshells that were re-enginered by Brush Traction in the late 90s for Feightliner.
DRS quite happily purchased a number of these machines when Freightliner were finished with them and a pairing is seen here on 6K73 Sellafield - Crewe Nuclear Flasks.
Leading is 57008, named 'Telford International Railfreight Park June 2009' and is based on the former 47060. Behind is 57009 which in a previous life masqueraded as 47079. The ensamble swoosh through Winwick bang on time bound for Crewe on Saturday 9th April 2011.
Volkswagen Polo CL (3rd Gen) (1994-02) Engine 1390cc S4 59bhp
Registration Number V 884 DGJ (London SW)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The third generation Polo was launched in September 1994, and was a completely new model/chassis from the old Polo, although early versions used the engines from the Mark 2.and was the first Polo to be available as a five door model.
Using a modified version of the Golf Mk.3 floorpan as did the Seat Ibiza Mk.2 with numerous parts interchangeable between models.
The Polo Mark 3 was much better equipped than its predecessor. A range of models featured items such as colour-coded bumpers, heated/electrically adjustable mirrors, four speaker stereo, pollen filters, central locking, rear head restraints, split rear seats, fog lights, alloy wheels, and air bags.
The facelifted Mark III, released in 1999 for the 2000 model year featured updated styling including new headlights and bumpers and an all new interior based on that of the Lupo. Although the car was similar in appearance to the Mark 3 (the bodyshell was fully galvanised and stiffened but not fully redesigned, although some panels were changed), Volkswagen claimed that 70% of the components were new. Power steering, antilock brakes and twin airbags were made standard
Diolch am 74,505,470 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 74,505,470 amazing views, every one is greatly appreciated.
Shot 23.06.2019 at Donington Park, Castle Donington, Leicestershire 142-223
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
The Jaguar XJ (XJ40) is a luxury sedan manufactured by Jaguar Cars between 1986 and 1994. Officially unveiled on 8 October 1986 it was an all-new redesign of the XJ to replace the Series III, although the two model ranges were sold concurrently until the Series III was discontinued in 1992. The XJ40 used the Jaguar independent rear suspension arrangement, and featured a number of technological enhancements (such as electronic instrumentation)
Development:
Throughout the 1970s Jaguar had been developing "Project XJ40", which was an all-new model intended to replace the original XJ6. Scale models were being built as early as 1972. Due to the 1973 oil crisis and problems at parent company British Leyland, the car was continually delayed. Proposals from both Jaguar's in-house designers and Pininfarina were received. Eventually, it was decided an internal design would be carried through to production and, in February 1981, the British Leyland board approved £80 million to produce the new car.
Jaguar historians claim that the XJ40 was the last car which company founder Sir William Lyons had contributed to during its protracted development phase. The previous generation XJ had been the final Jaguar to be developed wholly under Lyons' leadership - although he continued to take an active consultative role within Jaguar design, long after had retired from the day to day management of the firm following its merger in 1966 with the British Motor Corporation.
During development, the XJ40 pioneered significant improvements to the way Jaguar designed, built, and assembled cars. Among these improvements was a 25 per cent reduction in the number of bodywork panels required per car (e.g. three pressings needed for a Series 3 door compared with one for a XJ40 door), resulting in not only a more efficient assembly process, but also a weight saving and a stiffer structure. Greater attention to panel gaps improved the drag factor (reduced from 0.849 Cd to 0.762 Cd), while also improving the fuel economy and lowering wind noise inside the cabin.
Mechanicals:
AJ6 4.0 L engine (in a 1990 Daimler)
Initially, only two engines were offered across the XJ40 models: a 2.9 L and a 3.6 L version of the AJ6 inline-six. In 1990, these were changed to 3.2 L and 4.0 L versions. In 1993, the XJ12 and Daimler Double Six (both equipped with the Jaguar V12 engine) were added to the available models.
During the development of the XJ40, British Leyland had considered providing the Rover V8 engine for the car, which would have eliminated the need for future Jaguar engine production. The XJ40 bodyshell was allegedly engineered to prevent fitting V-configuration engines such as the Rover V8; this delayed the introduction of the V12-powered XJ12 until 1993.
The automatic gearbox used in the 2.9 L, 3.2 L and 3.6 L six-cylinder cars was the four-speed ZF 4HP22. On the 4.0 L, the four-speed ZF 4HP24 was used. A stronger automatic gearbox was required for the V12-equipped cars, and the four-speed GM 4L80-E was selected. The manual gearbox fitted to early cars was the five-speed Getrag 265, while later cars received the Getrag 290.
The automatic transmission selector was redesigned to allow the manual selection of forward gears without accidentally selecting neutral or reverse. This new feature was dubbed the "J-Gate" and has carried over to more recent Jaguar models.
Exterior:
The curvaceous lines of the outgoing Series XJ were replaced by the more angular, geometric shape of the XJ40. The nose of the car would accommodate either matched pairs of round headlights, or rectangular single units; the latter were fitted to the higher-specification Sovereign and Daimler trim levels, and also to all cars for the US market.
The bumper is a visually distinct black-rubber-covered bar that runs the full width of the car and incorporates the sidelights and indicator lights. The bonnet is hinged at the front. Window frames are either chromed or black, depending on model. Rain gutters, door mirrors, and door handles are also finished in chrome. All XJ40s have a chrome surround for the windscreen and a single windscreen wiper.
Early low-specification cars were fitted with metric-sized steel wheels and plastic wheelcovers. From 1991, the wheels were changed to non-metric sizing.
[Text from Wikipedia]
Happy ‘May the 4th’!
For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.
One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.
The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.
As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.
One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.
This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars
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 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
Class 442. 2411. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Operating the 1U85 1430 Gatwick Airport to London Victoria service. Seen departing London Victoria Station.
These units were new to the South Western division of Network SouthEast operating services from London Waterloo to Weymouth. These were withdrawn from South West Trains and eventually transferred to Southern Railway to primarily operate the Gatwick Express services.
Offered here is a 1st series Montecarlo, based on the 2nd series Fulvia, a model introduced prior to Lancia's takeover by Fiat in 1969. This stunning car is a rare example of the special edition model built to commemorate Lancia's victory at the 1972 Monte Carlo Rally. Works driver Sandro Munari triumphed in that event, and the all-conquering Fulvias would secure another six international victories that year on their way to winning the 'World Rally Championship for Makes' for Lancia. Notable special features of the Montecarlo model were the livery - resembling that of the works cars - with matt black bonnet and boot lid, and its own bodyshell with flared wheelarches, rectangular front fog lamps, and the absence of bumpers.
Finished in the correct green/matt black with black interior, believed the rarest colour combination, this particular Montecarlo was recently the subject of a no-expense-spared restoration. The body was entrusted to no lesser a restorer than Bonfatti of Modena, who usually dedicates his precious time to more valuable Italian machinery from Maranello. In addition, the mechanicals were comprehensively overhauled, and the restoration works are documented in an accompanying album of photographs. Only a minimal distance has been driven since the engine was comprehensively rebuilt.
The car also comes with the Certificato di Proprieta and an Italian libretto showing three private owners from new. It should be noted that the very-hard-to-find original fog lights have been obtained and fitted, and that the car stands on its original wheels, which were only used for this model.
Les Grandes Marques du Monde au Grand Palais
Bonhams
Sold for € 20.700
Estimated : € 25.000 - 30.000
Parijs - Paris
Frankrijk - France
February 2017
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.
Bonhams : the Zoute Sale
Estimated : € 50.000 - 80.000
Sold for € 51.750
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
'The Mustang can be tailored to be anything from a gentle in-town ladies' car to an impressive 130mph highway performer. Undoubtedly its almost infinitely variable personality is one of the car's chief attractions...' - William S Stone, 'The Ford Mustang'.
Ford created a new class of car almost overnight with the introduction of the Mustang sports coupé part way through the 1964 season, catching the rest of the US auto industry off guard. Brainchild of Lee Iacocca - subsequent saviour of the Chrysler Corporation – the Mustang is one of the most remarkable automotive success stories of modern times and arguably the pinnacle of his long career with Ford. Aimed at the affluent young, for whom a car was as much a lifestyle statement as means of transport, the Mustang succeeded brilliantly, achieving sales in excess of a quarter million by the end of '64. This remarkable debut was followed by a staggering 524,791 sales in 1965, earning Ford a fortune.
The secret of the Mustang's success was a broad appeal that extended beyond the target market thanks to a great value-for-money package combining sporty looks, decent economy and brisk performance. Mustangs could be ordered in specifications ranging from six-cylinder 'economy' to V8-powered luxury, while customers could choose from an extensive range of factory options, with the result that seldom are two Mustangs identical.
In 1994, Mr John Wilson from Hillsborough, California was looking for an original rust-free, undamaged and all matching numbers Ford Mustang. He found this car in San Francisco and purchased it from the original owner. The Mustang had covered relatively few miles and had not been run for the preceding ten years. Mr Wilson drove the Mustang for three years, and in 1998 decided to restore it to factory-original show standard, commissioning one of the West Coast's most renowned specialists, Potts Restorations of Burlingame, to carry out the work. Working with Potts, the owner spared no expense in his pursuit of perfection. The Potts team methodically disassembled the Mustang down to the bar bodyshell and carefully worked their way upwards, incorporating all 'new-old-stock' parts. Noteworthy features include automatic transmission, power brakes, power steering, electric hood, radio, 'Pony' wheels, and whitewall tyres.
This car is fully matching and correct in every detail, having been restored to the same state it left the factory in 1965. Completed in 2000, the Mustang was shown widely across the USA for the next few years, winning the 'Best in Show' award at every event entered. For two years in a row, it was the MCS Grand National winner as the best Mustang in the country – the ultimate accolade. Other important awards include: Gold AACA Grand National (2001, 2002); ISCA Best Antique Restored Senior Award (2002); ISCA Eastern Division Class Champion (2003); and Carolina Grand National Gold (2000-2003). Over 30 awards come with the car, which 15 years later is still in effectively 'as new' condition, exactly as it left the factory in 1965. Offered with California Certificate of Title and Netherlands registration papers, this breathtaking Mustang is worthy of the closest inspection.
Liveried bodyshell. Adding colour to the interior part certainly makes a difference. The brown / orange stripe on the seats will be added using a decal.
Hot Wheels "Surfin' school bus" transformed into a rat rod bus.
Normally I've been a Matchbox or a dinky customiser, mainly because I normally cut them up, and those brands usually have a more industrial realistic feel to them.
With the exception of a few Peterbilt truck cabs from Hot Wheels, I haven't really delved into Hot Wheels street rods and more custom looking vehicles.
This was a project that my fiancee and I did together. She's kind of into Street rods and Rat Rods and when we saw the "Surfin school bus" as Hot Wheels call it, it looked like maybe it could actually exist, either as a seriously chopped bus body, or a custom made bodyshell. Either way, it looked fun.
The model was dirt cheap, and had the usual gouges in the paintwork that children's toy have. Every single one was left in situ,with the tampo printing removed. The paint was faded as though it's been in the desert sun too long, with the numerous paint chips and damage painted over and weathered, followed by detailing and a flat matte laquer.
I didn't have a chrome pen to repair the chrome damage to the engines, but in retrospect, the duller silver seems to work.
Either way, it was the first time Fiancee and I had actually done an art project with each other. It WAS fun, and now maybe we're looking for another one to make a little drag strip scene.
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.