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

HISTORY

DEVELOPMENT

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

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

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

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

DESIGN EVOLUTION

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

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

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

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

MOTORSPORT

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

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

PROTOTYPES

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

PORSCHE 916

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

MODEL YEAR CHANGES

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

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

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

LIMITED EDITIONS

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

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

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

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

F1 SAFETY CAR

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

WIKIPEDIA

Peugeot 304 (1969-74) Engine 1288cc S4 OC Tr Production 1,178,425 (all variants)

Registration Number UUL 28 M

PEUGEOT SET

www.flickr.com/photos/45676495@N05/sets/72157623690496925...

Launched at the 1969 Paris Motor Show to fill a gap in the mid sized car market. Based heavily on the Peugeot 204 sharing the same floorpan, running gear and bodyshell but with different nose styling and larger more powerful engines.

The Coupe and Cabriolet version replaced their 204 equivalents from 1970.

Tha 2 door Cabriolet was a two seater and is probably now the most numerous of the range, still running in the UK

Thanks for 17 Million views

.

Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-242

For me the Escort wins every time...

Audi launched the Quattro in 1980, destined to become the first four wheel drive road car. It also started a revolution in rallying. The Quattro A2 was one of a new generation of rally cars.

Introduced in 1983, built to the new group B regulations.

Stig Blomqvist drove this car, chassis R61, to victory in the 1984 Rally of Argentina, going on to win that year's Drivers' Championship.

Hannu Mikkola used R61 to win the 1985 Hong Kong - Beijing rally, Blomqvist driving it to victory in the same event a year later.

Having been dropped from production in July 1980, this Escort was especially prepared for the 1981 Lombard RAC GB rally, utilising a 1977 MkII bodyshell & chassis .

Ari Vatanen finished second, clinching the drivers WRC.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Nº 29d.

(Austin) Racing Mini Mk II (1967-1970).

Red color, Green,Yellow,Black "29" sticker, White interior, Clear windows and Unpainted Metal base.

Escala 1/53 .

Matchbox Superfast.

Lesney Products.

Made in England.

© 1970.

Racing Mini [ Matchbox ]

Debut Series

Matchbox Superfast 1 - 75

Produced

1970 - 1975

Number

29

More info:

matchbox.wikia.com/wiki/Racing_Mini

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

Mini Racing - 29d

"The Racing Mini is a model of a Mini MkII with the bumpers stripped off for competition.

It was first released in 1970 in metallic bronze with racing number 29, the Lesney racers frequently got their model number as racing number. The number stickers on the bronze cars are yellow, edged with orange and have black script.

From 1972 to 1976 the mini changed to orange and the stickers can have orange edges or green edges.

In 1976 the colour of the car changed again to red and these have the green edge stickers or a new design of round sticker, which is a plain white disc with a black three printed on it. A number of red cars have no stickers at all.

In 1981 after a spectacularly long run of 11 years the Racing Mini was withdrawn from the range.

There is quite a spread of values based on the colour/sticker combination. Most sought are the red ones with round RN3 stickers, Next come the red ones with RN 29 followed by the bronze ones."

Source: www.chezbois.com/non_corgi/matchbox/Model_3942.htm

More info:

www.bamca.org/cgi-bin/single.cgi?id=SF29b

www.bamca.org/cgi-bin/vars.cgi?mod=SF29b

www.bamca.org/cgi-bin/vars.cgi?mod=SF29b&var=08

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Mini

From Wikipedia, the free encyclopedia

"The Mini is a small economy car produced by the English based British Motor Corporation (BMC) and its successors from 1959 until 2000.

The original is considered an icon of 1960s British popular culture. Its space-saving transverse engine front-wheel drive layout – allowing 80 percent of the area of the car's floorpan to be used for passengers and luggage – influenced a generation of car makers.

In 1999 the Mini was voted the second most influential car of the 20th century, behind the Ford Model T, and ahead of the Citroën DS and Volkswagen Beetle.

This distinctive two-door car was designed for BMC by Sir Alec Issigonis. It was manufactured at the Longbridge and Cowley plants in England, the Victoria Park/Zetland British Motor Corporation (Australia) factory in Sydney, Australia, and later also in Spain (Authi), Belgium, Chile, Italy (Innocenti), Malta, Portugal, South Africa, Uruguay, Venezuela and Yugoslavia.

The Mini Mark I had three major UK updates – the Mark II, the Clubman and the Mark III. Within these was a series of variations, including an estate car, a pick-up truck, a van and the Mini Moke – a jeep-like buggy.

The performance versions, the Mini Cooper and Cooper "S," were successful as both race and rally cars, winning the Monte Carlo Rally in 1964, 1965 and 1967. In 1966, the first-placed Mini was disqualified after the finish, under a controversial decision that the car's headlights were against the rules.

On introduction in August 1959 the Mini was marketed under the Austin and Morris names, as the Austin Seven and Morris Mini-Minor.

The Austin Seven was renamed Austin Mini in January 1962 and Mini became a marque in its own right in 1969.

In 1980 it once again became the Austin Mini and in 1988 the Rover Mini.

BMW acquired the Rover Group (formerly British Leyland) in 1994, and sold the greater part of it in 2000, but retained the rights to build cars using the MINI name."

(...)

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

Mark II Mini: 1967–1970

"The Mark II Mini was launched at the 1967 British Motor Show, and featured a redesigned grille, a larger rear window and numerous cosmetic changes.

A total of 429,000 Mk II Minis were produced.

A variety of Mini types were made in Pamplona, Spain, by the Authi company from 1968 onwards, mostly under the Morris name.

In 1969, a fibreglass version of the Mini Mark II was developed for British Leyland's Chilean subsidiary (British Leyland Automotores de Chile, S.A., originally the independent assembler EMSSA). The bodyshell mould was created by the Peel Engineering Company. Production began in 1970 and continued for a few years; these fibreglass Minis can be recognised by the missing body seams and by larger panel gaps. The Chilean market was never very large and the hyperinflation and political and social collapse led to the 1973 coup The Arica plant was closed in 1974. The reason for the fibreglass body was to enable Leyland to meet very strict requirements for local sourcing, increasing to 70.22% in 1971."

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

Mini "Mark II"

Also called

Morris Mini

Austin Mini

Production

1967–1970

Assembly

Longbridge, Birmingham, England

Cowley, Oxfordshire, England

Seneffe, Belgium

Arica, Chile

Petone, New Zealand

Setúbal, Portugal

Cape Town, South Africa

Pamplona, Spain

Novo Mesto, Yugoslavia

Shah Alam, Malaysia

Body style

2-door saloon

2-door estate

2-door van

2-door truck

Engine

848 cc (0.8 l) I4

998 cc (1.0 l) I4

1,275 cc (1.3 l) I4

Source: en.wikipedia.org/wiki/Mini

More info:

www.automobile-catalog.com/make/morris/mini_m/mini_ii_coo...

www.topspeed.com/cars/mini/1959-2006-the-history-of-mini-...

Longbridge factory Rover Group 1987. Mini bodyshell manufacture in Old West Works.

Collection: Longbridge

Date: 1987

Reference Number: LJC-Longbridge-MiniAssemblyOldWestWorks-1987 (5)

To enquire about any of our images or for more information, please contact photo@britishmotormuseum.co.uk or visit our photographic website at www.motorgraphs.com/.

Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.

(Wikipedia)

- - -

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)

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

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

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

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

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

www.lamborghini.com

from the concours' program

DB Schenker's class 92 number 92030 named "Ashford" in EWS two tone Railfreight Grey livery hauling 42 Cargowaggon 4-wheeled vans semi-permanently coupled in pairs with shared a running numbers between Dollands Moor and Wembley European Freight Operations Centre on 5 March 2014. On arriving at Wembley the locomotive was switched for 92041 that continued on with 6B41 to Daventry (railwayherald.com/imagingcentre/view/321470/IS35637901140...). It was last photographed by me here on 27 January 2014 (www.flickr.com/photos/99279135@N05/12178554755/in/photoli...) working the same service.

92030 was assembled by the BRUSH Traction Company Loughborough in 1995, 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 were fire tested by BRUSH.

#482.

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

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

Escala 1/50. (?)

Corgi Toys / Playcraft Toys Limited. London.

Made in Gt. Britain.

Production from 1965 to 1969.

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

FIRE CHIEF'S CAR - 482 [ CORGI ]

[...]

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

(...)

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

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

(...)

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

More info:

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

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

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

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Chevrolet Impala

From Wikipedia, the free encyclopedia

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

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

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

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

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

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

(...)

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

- Second generation (1959–1960)

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

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

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

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

Production was 490,000 units.

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

Production

1958–1960

Model years

1959–1960

Assembly

Baltimore, Maryland, (Baltimore Assembly)

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

South Gate, California, (South Gate Assembly)

Body style

2-door convertible

2 door hardtop

4-door hardtop

4-door sedan

Layout

FR layout

Platform

GM B platform

Related

1959–1960 Chevrolet Biscayne

1959–1960 Chevrolet Bel Air

1959–1960 Chevrolet Brookwood

1959–1960 Chevrolet Parkwood

1959–1960 Chevrolet Kingswood

1959–1960 Chevrolet Nomad

1959–1960 Chevrolet El Camino

1959–1960 Pontiac Catalina

Engine

235 cu in (3.9 L) Blue Flame I6

283 cu in (4.6 L) Turbo Fire V8

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

Transmission

3-speed (close-ratio) manual

3-speed overdrive manual

4-speed manual

Turboglide auto.

2-speed Powerglide auto.

Source: en.wikipedia.org/wiki/Chevrolet_Impala

Brightening up a gloomy day... 2Q08 from Derby RTC to Three Bridges. Purpose built track assessment DMU based on the Class 150/1 body-shell

Ford Thames 300E Van (1954-61) Engine 1172cc S4 SV Production 196885

Registration Number XSJ 402

FORD UK SET

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

Based on Fords Anglia/Prefect 100E Saloons and sharing a bodyshell 100E Station Wagon. Powered by a Ford 1172 cc engine originally only in 5 cwt the range was later expanded to include standard and deluxe variants of a 7 cwt van.

Shot at Weston Park Classic Car Show 25:04:2011 Ref 70-133

Please do not forget to visit the Flag Counter on my Profile page to record a visit from your country.

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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)

DB Schenker's class 92 number 92011 named "Handel", painted in two tone railfreight grey with EWS logo and a three 'O' shaped channel tunnel logo hauling 4E26 07:50 from Dollands Moor sidings to Scunthorpe Redbourne sidings on a sunny 8 January 2014. It was also photographed later on route at Redford (www.flickr.com/photos/90696522@N07/11843968884/in/photoli...). When loaded these wagons are used to transport steel from Tata Steel, Scunthorpe for export via the Channel Tunnel.

92011 was assembled by the BRUSH Traction Company Loughborough in 1995, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.

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

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

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

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

The second generation Renault 5, often referred to as the Supercinq (or "Superfive"), appeared in 1984 (RHD models from 1985). Although the bodyshell and chassis were completely new (the platform was based on that of the Renault 9/11), familiar 5 styling trademarks were retained; styling was the work of Marcello Gandini. The new body was wider and longer featuring 20 percent more glass area and more interior space, with a lower drag coefficient (0.35), as well as 68.9mpg at 56mph in the economy models. The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts.

The entry-level TC had the 956 cc engine at 42hp, while the TL had the 1108 cc engine at 47hp), and the GTL, Automatic, TS and TSE had the 1397 cc engine at 59hp for the GTL, 67hp for the Automatic, and 71hp for the TS and TSE.

Renault decided to use the naturally aspirated 1.7L from the Renault 9/11, which utilized multipoint fuel injection, in addition to the sports orientated 1.4L turbo. Under the name GTE, producing 94hp. Although not as fast as the turbo model, it featured the same interior and exterior appearance, as well as identical suspension and brakes. The Baccara and GTX versions also used the 1.7 engine - the former sporting a full leather interior, power steering, electric windows, sunroof, high specification audio equipment and as extras air-conditioning and On-Board Computer. The latter was effectively the same but the leather interior was an option and there were other detail changes. As with the previous generation, the 5 Turbo was again assembled at the Alpine plant in Dieppe, where forty cars per day were constructed in 1985.

The model was starting to show its age by 1990, when it was effectively replaced by the Clio, which was a sales success across Europe. Production of the R5 was transferred to the Revoz factory in Slovenia when the Clio was launched. It remained on sale with only 1.1L, 1.4L petrol and 1.6L naturally aspirated diesel engines, as a minimally equipped budget choice called the Campus. until the car's production run finally came to an end in 1996.

Matra Djet

From Wikipedia, the free encyclopedia

Matra Djet Matra Bonnet Djet V

Manufacturer Automobiles René Bonnet, Matra Automobiles

Also called René Bonnet Djet, Matra Bonnet Djet, Matra Sports Djet, Matra Sports Jet

Production 1962–1964 (René Bonnet), 1965-1967 (Matra)

Assembly France

Predecessor none

Successor Matra 530

Class Sports car

Body style 2-door coupé

Layout MR layout

Engine 1108cc Renault Cléon ohv I4, 1255cc Renault Cléon ohv I4 (tuned by Gordini)

Transmission 4-speed manual

Wheelbase 2.40 metres (94.5 in)

Length 4.22 metres (166.1 in)

Width 1.50 metres (59.1 in)

Height 1.20 metres (47.2 in)

Curb weight 660 kg (1,455 lb)

Related Renault 8 (engines), Renault Estafette (gearbox)

Designer René Bonnet, Jacques Hubert (original design)

Philippe Guédon (redesign)

The Matra Djet was a French sports car designed by René Bonnet and modified by Matra. The car had various names in its life from 1962 till 1967: René Bonnet Djet, Matra Bonnet Djet, Matra Sports Djet and finally Matra Sports Jet

Contents

* 1 The Djet

* 2 Matra takes control

* 3 Model range

o 3.1 René Bonnet Djet

o 3.2 Matra Bonnet Djet / Matra Sports Djet / Matra Sports Jet

* 4 Gallery

* 5 References

* 6 External links

The Djet

The car started out as the René Bonnet Djet (later known as Djet I) in June 1962. The car was named Djet, because Bonnet thought the French could not pronounce the word jet correctly. It was powered by a 1108 cc Renault 8 mid-engine mated to a Renault Estafette gearbox, giving a top speed of 165 km/h (103 mph) or, in the Djet II with an uprated Gordini engine, 190 km/h (118 mph). The fiberglass body was made by Matra, which was glued to a steel chassis. Matra also provided the factory where the Djets were built, in Romorantin. It had a very modern design with disc brakes and independent suspension with wishbones and coil springs all around. The car accommodated for two people, there was no back seat as the engine took that place. The car measured 3.80 m (length) by 1.40 m (width) by 1.15 m (height) and weighed only 600 kg (1,323 lb). The 1962 Bonnet Djet was the worlds first mid engined production road car beating the de Tomaso Vallelunga introduced in 1963. The Lamborghini Miura was not introduced until 1966 four years after the Djet. There were 198 Bonnet Djet produced during the two years before Matra took over Bonnet, and the car became the Matra Djet in 1964 and a further 1491 cars produced before production ended in 1968. There were less than 60 de Tomaso Vallelunga produced before it was replaced by the Mangusta in 1967.

Matra takes control

When Bonnet got into financial troubles, Matra (who supplied both the bodyshells and the factory location) took over René Bonnet Automobiles and its debts in October 1964 and production of the original Djet ceased in December 1964. It was considered a great opportunity by Matra's CEO, Jean-Luc Lagardère, to expand Matra's business to the automobile market. Matra hired former Simca designer Philippe Guédon and modified the original Bonnet Djet, the car became slightly bigger, it now measured measured 4.22 m (length) by 1.50 m (width) by 1.20 m (height) and weighed 660 kg (1,455 lb). The production resumed in April 1965 with two new versions, called the Matra Bonnet Djet V and Djet V S (Gordini specs engine).

During his 1965 tour to France, Yuri Gagarin was presented with a Matra Bonnet Djet V S coupe by the French government.

After the Salon de l'Auto Paris auto show in 1965, the Roman numerals and the Bonnet name were dropped. The car was now called the Matra Sports Djet 5. In 1966, a version with a bigger Gordini engine became available and the Djet name was dropped in favour of its original meaning: Jet. The model range now consisted of the Jet 5 (1108 cc Renault 8 Major engine), Jet 5 S (1108 cc Renault 8 Gordini engine) and Jet 6 (1255 cc Renault Gordini engine).

Model range

René Bonnet Djet

There were four types of René Bonnet Djet:

René Bonnet Djet I

1108 cc Renault 8 Major engine (65 hp), 165 km/h (103 mph).

René Bonnet Djet II

1108 cc Renault 8 Gordini engine (80 hp), 190 km/h (118 mph).

René Bonnet Djet III / Djet IV

998 cc engine with double overhead camshaft (100 hp). These models were developed for competition use (racetrack).

Only 197 René Bonnet Djets have been built from 1962 till 1964.

[edit] Matra Bonnet Djet / Matra Sports Djet / Matra Sports Jet

Three types of Matra Bonnet/Matra Sports Djet/Jet were produced from 1965 'til 1967.

Matra Bonnet Djet V / Matra Sports Djet 5 / Jet 5

1108 cc Renault 8 Major engine, 70 bhp (52 kW), 170 km/h (106 mph)

Matra Bonnet Djet V S / Matra Sports Djet 5 S / Jet 5 S

1108 cc Renault 8 Gordini engine, 90 bhp (67 kW), 190 km/h (118 mph)

Matra Sports Jet 6

1255 cc Renault 8 Gordini engine, 105 bhp (78 kW), 210 km/h (130 mph).

Apart from these model designations, a luxury version with wooden dashboard and bigger bumper was available.

Production of the Jet ended in 1967 with a total of 1495 Matra (D)Jets and it was replaced with the Matra M530. The last Jets (all Jet 6) were sold in 1968.

Matra Djet

From Wikipedia, the free encyclopedia

Matra Djet Matra Bonnet Djet V

Manufacturer Automobiles René Bonnet, Matra Automobiles

Also called René Bonnet Djet, Matra Bonnet Djet, Matra Sports Djet, Matra Sports Jet

Production 1962–1964 (René Bonnet), 1965-1967 (Matra)

Assembly France

Predecessor none

Successor Matra 530

Class Sports car

Body style 2-door coupé

Layout MR layout

Engine 1108cc Renault Cléon ohv I4, 1255cc Renault Cléon ohv I4 (tuned by Gordini)

Transmission 4-speed manual

Wheelbase 2.40 metres (94.5 in)

Length 4.22 metres (166.1 in)

Width 1.50 metres (59.1 in)

Height 1.20 metres (47.2 in)

Curb weight 660 kg (1,455 lb)

Related Renault 8 (engines), Renault Estafette (gearbox)

Designer René Bonnet, Jacques Hubert (original design)

Philippe Guédon (redesign)

The Matra Djet was a French sports car designed by René Bonnet and modified by Matra. The car had various names in its life from 1962 till 1967: René Bonnet Djet, Matra Bonnet Djet, Matra Sports Djet and finally Matra Sports Jet

Contents

* 1 The Djet

* 2 Matra takes control

* 3 Model range

o 3.1 René Bonnet Djet

o 3.2 Matra Bonnet Djet / Matra Sports Djet / Matra Sports Jet

* 4 Gallery

* 5 References

* 6 External links

The Djet

The car started out as the René Bonnet Djet (later known as Djet I) in June 1962. The car was named Djet, because Bonnet thought the French could not pronounce the word jet correctly. It was powered by a 1108 cc Renault 8 mid-engine mated to a Renault Estafette gearbox, giving a top speed of 165 km/h (103 mph) or, in the Djet II with an uprated Gordini engine, 190 km/h (118 mph). The fiberglass body was made by Matra, which was glued to a steel chassis. Matra also provided the factory where the Djets were built, in Romorantin. It had a very modern design with disc brakes and independent suspension with wishbones and coil springs all around. The car accommodated for two people, there was no back seat as the engine took that place. The car measured 3.80 m (length) by 1.40 m (width) by 1.15 m (height) and weighed only 600 kg (1,323 lb). The 1962 Bonnet Djet was the worlds first mid engined production road car beating the de Tomaso Vallelunga introduced in 1963. The Lamborghini Miura was not introduced until 1966 four years after the Djet. There were 198 Bonnet Djet produced during the two years before Matra took over Bonnet, and the car became the Matra Djet in 1964 and a further 1491 cars produced before production ended in 1968. There were less than 60 de Tomaso Vallelunga produced before it was replaced by the Mangusta in 1967.

Matra takes control

When Bonnet got into financial troubles, Matra (who supplied both the bodyshells and the factory location) took over René Bonnet Automobiles and its debts in October 1964 and production of the original Djet ceased in December 1964. It was considered a great opportunity by Matra's CEO, Jean-Luc Lagardère, to expand Matra's business to the automobile market. Matra hired former Simca designer Philippe Guédon and modified the original Bonnet Djet, the car became slightly bigger, it now measured measured 4.22 m (length) by 1.50 m (width) by 1.20 m (height) and weighed 660 kg (1,455 lb). The production resumed in April 1965 with two new versions, called the Matra Bonnet Djet V and Djet V S (Gordini specs engine).

During his 1965 tour to France, Yuri Gagarin was presented with a Matra Bonnet Djet V S coupe by the French government.

After the Salon de l'Auto Paris auto show in 1965, the Roman numerals and the Bonnet name were dropped. The car was now called the Matra Sports Djet 5. In 1966, a version with a bigger Gordini engine became available and the Djet name was dropped in favour of its original meaning: Jet. The model range now consisted of the Jet 5 (1108 cc Renault 8 Major engine), Jet 5 S (1108 cc Renault 8 Gordini engine) and Jet 6 (1255 cc Renault Gordini engine).

Model range

René Bonnet Djet

There were four types of René Bonnet Djet:

René Bonnet Djet I

1108 cc Renault 8 Major engine (65 hp), 165 km/h (103 mph).

René Bonnet Djet II

1108 cc Renault 8 Gordini engine (80 hp), 190 km/h (118 mph).

René Bonnet Djet III / Djet IV

998 cc engine with double overhead camshaft (100 hp). These models were developed for competition use (racetrack).

Only 197 René Bonnet Djets have been built from 1962 till 1964.

[edit] Matra Bonnet Djet / Matra Sports Djet / Matra Sports Jet

Three types of Matra Bonnet/Matra Sports Djet/Jet were produced from 1965 'til 1967.

Matra Bonnet Djet V / Matra Sports Djet 5 / Jet 5

1108 cc Renault 8 Major engine, 70 bhp (52 kW), 170 km/h (106 mph)

Matra Bonnet Djet V S / Matra Sports Djet 5 S / Jet 5 S

1108 cc Renault 8 Gordini engine, 90 bhp (67 kW), 190 km/h (118 mph)

Matra Sports Jet 6

1255 cc Renault 8 Gordini engine, 105 bhp (78 kW), 210 km/h (130 mph).

Apart from these model designations, a luxury version with wooden dashboard and bigger bumper was available.

Production of the Jet ended in 1967 with a total of 1495 Matra (D)Jets and it was replaced with the Matra M530. The last Jets (all Jet 6) were sold in 1968.

The Manta 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)

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.

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

Registration Number 911 XGP

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 2WD.

A big thankyou for an incredible 23.3 Million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-295

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.

Haynes International Motor Museum Workshops Tour.

haynesmotormuseum.com/

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 Bel Air Convertible shown here matched the only ope-top bodystyle with top-specification trim. 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.

1/32 resin slot car Ferrari 340-375 MM Berlinetta Competizione LM 1953. Driven to 5th place overall by Paolo Marzotto & Giannino Marzotto. Resin bodyshell with PCS32 chassis.

Porsche Carrera RS, valued by collectors, are considered by many to be the greatest classic 911s all-time. RS stands for Rennsport in German, meaning "racing sport". The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).

(Wikipedia)

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Eine Sonderstellung unter den Urmodellen des 911 nimmt der Carrera RS des Modelljahres 1973 (F-Modell) mit einem 2,7-Liter-Motor ein.

Um die Homologation für den Rennsport zu erlangen, stellte Porsche zunächst 500 Stück dieses Rennwagens in einer Kleinserie her. Der Wagen unterschied sich äußerlich von den anderen 911ern durch seine vorne und hinten ausgestellten Kotflügel, die charakteristisch für alle späteren Carrera-Modelle waren. Der spezielle Frontspoiler hatte für den Ölkühler eine mittlere Öffnung. Das Heck zierte erstmals ein Flügel bzw. Spoiler, der wegen seiner Form Entenbürzel genannt wurde.

Der Wagen war serienmäßig mit den sogenannten Fuchsfelgen in 15 Zoll versehen und als erster Hersteller verwendete Porsche bei dem Modell unterschiedliche Reifendimensionen an Vorder- und Hinterachse: Vorn: 185/70 VR 15; Hinten 215/60 VR 15. Wie beim 911 S war der nun aus Kunststoff gefertigte Tank 85 Liter groß.

(Wikipedia)

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

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

Specifications:

Chassis

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

Engine

The V4 engine of a 1972 Fulvia Berlina

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

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

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

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

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

Coupé 1.3 S Montecarlo: 1972–73.

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

[Text from Wikipedia]

en.wikipedia.org/wiki/Lancia_Fulvia

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

MG MGB tourer, 10/1979, overdrive, held since 1987. My MGB offers fun, practicality and low-cost ownership. The MGB tourer was built from 1962 to 1980, with total production reaching 386,789 units, of which nearly nine out of every ten were exported, mainly to the USA. In 1965, the MGB GT was added to the range, and by the end of production in 1980, 125,323 had been built, with rather less than half going to export. A grand total of 512,112 tourers and GTs made the MGB the world's top selling sports car of its era, the first to reach half a million and the top British sports car of all time. The total UK market volumes were 49,810 tourer and 64,907 GT - perhaps a reflection on UK weather! Many MGBs were re-imported to Britain from America over the years as demand for 'classic' versions grew. The MGB was the first unitary construction MG sports car, designed for high integrity without a roof. In GT form it is therefore rather like a bank vault. When John Thornley, General Manager of MG, negotiated the tooling cost of the MGB with the then independent Pressed Steel company, he only expected it to run until around 1970. On this assumption, he reduced the up-front charge from £628,000 to £280,000 by accepting an extra cost of £2 per bodyshell. When the MGB production had reached half a million, he admitted that his canny deal didn't look so smart - however Pressed Steel became a BMC subsidiary in 1965, so any extra 'profit' stayed in house. The MGB's toughness and reliability suited it well to long-distance motor sport. Successes included outright wins of the 1965 Guards 1000 race (Brands Hatch) and the 1966 Marathon de la Route 84hrs (Nurburgring); there were class wins at Sebring in 1966 and 1967, in the 1966 Targa Florio and in the 1966 1000km Spa race. At the 1964 and 1965 Le Mans 24 hr events, where simply to finish was an achievement, the MGB netted second place in class each time. When the last MGB rolled from the sudden emptiness of Abingdon's redundant production line on 22 October 1980, it ended an era of sports car motoring which could be said to have begun there some eighteen years and four months earlier when the first production MGB was built. The enduring popularity of the MGB led to it becoming the best-supported classic car of all when it came to spares, and the first to have a series-produced replacement bodyshell, launched by British Motor Heritage in 1988. A special version of the Heritage shell was used to produce the commemorative MG RV8 in 1992, which helped to keep the MG sports car flame alive until the MGF launch in 1995.

MGB cars have lots of charm, neat styling, forgiving handling and decent performance - they're friendly in every way. As long as your motoring ideals aren't focused on 0-60 mph figures and nuances of on-the-limit handling, a B is capable of giving immense pleasure. My first car a 1979 MGB is still going strong.

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

Registration: Number MML 25 L

LANCIA SET

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

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

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

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

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

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

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

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

The Sport 1.3S (1970-72)

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

The Sport 1600 (1971-72)

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

A big thankyou for an incredible 23.1 Million views

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

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)

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Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.

(Wikipedia)

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)

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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)

156413 heads north through Milford with 2A38, 13:18 Nottingham – Matlock, 28th January 2012.

Unit History

One hundred and fourteen class 156 units were built between 1987 and 1989 by Metro-Cammell at their Washwood Heath Works in Birmingham. The class 156 is based on the Mark III bodyshell, and is powered by 6-cylinder Cummins NT855-R5 diesel engine through Voith automatic transmissions. It was originally allocated to Norwich for East Anglia – North West duties until displaced by class 158 units in 1992 and transferred to Derby for East Midlands local duties. Although latter allocated to Tyseley and currently Nottingham it has for the last twenty years been a regular feature of the East Midlands railway scene.

150245 departs Cardiff General with the 11:32, Penarth – Bargoed service, 17th April 2010.

Unit History

150245 is one of the final batch of eighty five two-car class 150 units which were built at York works in 1986/87 with front-end gangway connections and numbered in the range 150201-285. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150245 was initially allocated to Neville Hill and I first saw this unit at Sheffield on the 27th May 1988. This was followed by a number of years allocated to Norwich for East Anglia branch line duties. On the 1st April 2004, Anglia Railways became part of the new “One” franchise and the Norwich class 150 units were soon transferred away having been replaced by class 156 units cascaded from Central Trains, 150245 being transferred to Arriva Trains Wales

Etched components from Shawplan used to replace the moulded fan and grille on a Hornby Class 40 bodyshell

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

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

Registration Number BAE 703 B (Bristol)

RENE BONNET SET

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

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

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

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

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

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

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

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

The second generation Renault 5, often referred to as the Supercinq (or "Superfive"), appeared in 1984 (RHD models from 1985). Although the bodyshell and chassis were completely new (the platform was based on that of the Renault 9/11), familiar 5 styling trademarks were retained; styling was the work of Marcello Gandini. The new body was wider and longer featuring 20 percent more glass area and more interior space, with a lower drag coefficient (0.35), as well as 68.9mpg at 56mph in the economy models. The biggest change was the adoption of a transversely-mounted powertrain taken directly from the 9 and 11, plus a less sophisticated suspension design, which used MacPherson struts.

The entry-level TC had the 956 cc engine at 42hp, while the TL had the 1108 cc engine at 47hp), and the GTL, Automatic, TS and TSE had the 1397 cc engine at 59hp for the GTL, 67hp for the Automatic, and 71hp for the TS and TSE.

Renault decided to use the naturally aspirated 1.7L from the Renault 9/11, which utilized multipoint fuel injection, in addition to the sports orientated 1.4L turbo. Under the name GTE, producing 94hp. Although not as fast as the turbo model, it featured the same interior and exterior appearance, as well as identical suspension and brakes. The Baccara and GTX versions also used the 1.7 engine - the former sporting a full leather interior, power steering, electric windows, sunroof, high specification audio equipment and as extras air-conditioning and On-Board Computer. The latter was effectively the same but the leather interior was an option and there were other detail changes. As with the previous generation, the 5 Turbo was again assembled at the Alpine plant in Dieppe, where forty cars per day were constructed in 1985.

The model was starting to show its age by 1990, when it was effectively replaced by the Clio, which was a sales success across Europe. Production of the R5 was transferred to the Revoz factory in Slovenia when the Clio was launched. It remained on sale with only 1.1L, 1.4L petrol and 1.6L naturally aspirated diesel engines, as a minimally equipped budget choice called the Campus. until the car's production run finally came to an end in 1996.

The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. It was the first British five-door hatchback.

The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group, and the last production car designed by famed designer Alec Issigonis. It was the first car to be launched by British Leyland.

The new chairman Lord Stokes decided to also change the hatchback's name to the Maxi in homage to the Mini of 10 years earlier. All Maxis were produced at the Cowley plant in Oxford, although the E-Series engines were made at a new factory at Cofton Hackett in Longbridge.

Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.

Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800 "Landcrab", which gave the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors).

The assembled bodyshell has had the doors refitted and the upper windscreen, rear window and rooflights fitted.

The Austin Allegro is a small family car that was manufactured by the Austin-Morris division of British Leyland (BL) from 1973 until 1982. The same vehicle was built in Italy by Innocenti between 1974 and 1975 and sold as the Innocenti Regent. The Allegro was designed as a replacement for the Austin 1100 and 1300 models.

It was built and sold by British Leyland alongside the hatchback Austin Maxi (launched in 1969) and the 1971 rear-wheel-drive Morris Marina. All three were eventually replaced by the Austin Maestro in 1983.

British Leyland used a saloon design for the Allegro rather than a hatchback, as the company had decided that the Austin Maxi should have a hatchback as its unique selling point.

The Allegro used front-wheel drive, with the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine from the Maxi, in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300).

The Allegro was assembled by Innocenti in Italy where it was badged as the Innocenti Regent.

Stylistically, it went against the sharp-edged styling cues largely led by Italian designer Giorgetto Giugiaro that were becoming fashionable, and featured rounded panel work.

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.

Sold for £ 5.500

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.

So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.

The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.

This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.

A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.

We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.

With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.

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

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

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

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

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

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

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

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

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...

www.ford-sierra.info/history/

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

www.fordsierranet.com.ar/Historia.htm