View allAll Photos Tagged Bodyshell
E9
Chassis n° 4355031
ex Hans-Joachim Stuck
Zoute Sale - Bonhams
Estimated : € 300.000 - 400.000
Sold for € 402.500
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
1973 was a landmark year for BMW, for not only did the German manufacturer power Jean-Pierre Jarier to the European Formula 2 Championship, it also captured the European Touring Car Championship using one of the most iconic racing 'saloons' of modern times: the 3.0 CSL, known popularly as the 'Batmobile'.
BMW had returned to six-cylinder power for its range-topping models in 1968 with the launch of the 2500 and 2800 saloons. Also new was the 3.0 CSL's forerunner, the 2800CS coupé, though the latter's running gear had more in common with the existing, four-cylinder 2000C/CS. The introduction of the similarly styled 3.0-litre CS in 1971 brought with it numerous improvements, including four-wheel ventilated disc brakes, and with 180bhp on tap the model was good for around 130mph. For racing purposes there was the lightweight 3.0 CSL.
Visually indistinguishable from its more 'run of the mill' relations, the CS and CSi, the 3.0 CSL (Coupé Sport Leicht) was creative homologation at its best. The BMW engineers' solution to the marketing department's requirements was to develop a limited production run 'homologation special' to meet the constrictive framework of the Group 2 racing class regulations. By removing the trim; using thinner steel for the main bodyshell; aluminium alloy for the doors, bonnet and boot lid; and Perspex for the side windows a valuable 300lbs (136kgs) in weight was saved – 'Leicht' indeed.
Homologated initially with a fractionally over-bored (3,003cc) engine (enabling it to compete in the over 3-litre class) the 3.0 CSL came with 206bhp for road use and well over 300 horsepower for the track. In 1973 the engine's stroke was increased, upping capacity to 3,153cc (nominally 3.2 litres) and from mid-season onwards the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University, which consisted of a front chin spoiler, large rear wing and various other devices. Illegal for road use in Germany, the wings were left in the boot for final installation after purchase.
Thus equipped the Batmobiles were able to defeat the previously all-conquering Ford Capri RS2600s: Toine Hezemans capturing the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-driving one to a class win at Le Mans that year with Dieter Quester. Ford bounced back in 1974 but from 1975 onwards the BMW 'Batmobiles' won five consecutive European Touring Car Championships, a quite unprecedented run of success.
With only 1,039 CSLs produced between 1972 and 1975 compared to over 19,000 standard CS/CSi models, these 'specials' will always be relatively rare and today this ultimate BMW coupé is highly sought after.
The 31st of only 57 Series 2 cars produced, chassis number '4355031' was delivered new on 11th July 1974. BMW factory records list this car as a Testwagen M GmbH (M Division test car). First registered in Germany on 14th July '74, it was allocated to works driver Hans-Joachim Stuck soon after he had been photographed airborne at speed in his works car during the Nürburgring 6 Hours: one of motor sport's most enduring images. The German motoring magazine Auto Motor und Sport photographed Stuck with '4355031', the driver stating that stated that he felt "as if it were a piece of myself".
The Batmobile was next owned by Christian Neureuther, member of the West German Olympic ski team, world champion Rosi Mittermeier's husband, and Stuck's close friend. The car was purchased via his sponsor from Jochen Neerpasch, head of BMW Motorsport GmbH. In 1978 Neureuther sold '4355031' to Joseph Zahler, who retained the car until 1995 when world-renowned CSL expert Yannick Bernat acquired it. Bernat immediately commissioned CSL specialist Dieter Toegel to undertake a full restoration using original BMW parts, including the correct, thin-gauge alloy body panels. During restoration the Batmobile was fitted with a period-correct Alpina B2 engine (an in-period factory option) producing 260bhp, 57 horsepower more than the than standard CSL, although it was considerably more expensive.
Subsequently, in 2005, the Batmobile passed to a new owner, Tony Badenoch, in the UK. In 2006, the CSL was exhibited by invitation at Villa d'Este Concours d'Elegance as one of only six cars obtained from collections worldwide to form Class H: 'The Competition and the Show'. While with this owner the CSL was maintained to the highest standards by UK-based specialists. Our vendor purchased the Batmobile at an auction in Monaco in 2010. Seven years later, the car was restored again, as evidenced by invoices on file from Classic Heroes totaling around £18,000 together with restoration photographs and a list of parts that were changed. In addition, the car comes with all the documentation supporting its unique history as a Test Car for BMW's new M Division and association with Hans-Joachim Stuck.
The owner displayed the BMW at Goodwood in April 2019 for the Members' Meeting, which Stuck was scheduled to attend. He was delighted to hear it would be there and said he remembered happy times with it (he said it fitted him like a glove) and offered to sign it. Sadly, he had to cancel his trip so that never happened; instead the owner sent Hans the photograph of him with a girl in the car, which he said brought back great memories of her too! The CSL was also displayed at the 2021 Goodwood Revival 'Earl's Court Motor Show'.
In addition to the aforementioned documents the history file also contains the following: 1990 TüV document stating that Hans-Joachim Stuck was the previous registered owner, and Christian Neureuther is the current one; Current UK V5 registration document; 1998 BMW Mobile Tradition letter stating the car was a test vehicle.
This spectacular Batmobile, featuring a storied history, is eligible for a range of historic events or for simply fast road use, allowing it to continue its story with its new owner.
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 210 Sport Coupe shown here matched the sportiest bodystyle with mid-range trim. The car now wore a long arc chrome strip which drooped at the tail ans split the body in models with two-tone paint. The roof was paired to the lower bodysides, while the trunk and hood matched the upper bodyside.
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.
Couldn't wait to get this stage, first time of seeing the wheels and lowered suspension with bodyshell in its final colour.
The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
M94 FVC, a Jaguar XJ6 4.0, is the last XJ40 to come off the production line.
It is owned, like the V12 Coupé by JDHT, who incidentally use it to drive foreign visitors to/from the factories.
That most only happen rarely: this 1994 has covered only 5000 miles!
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number PPO 656 M
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.
Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Shot at the Masters Historic Festival, Oulton Park 17:03:2012 Ref 82-228
The Fiat Tipo (Type 160) is a compact car, designed by the I.DE.A Institute design house, and produced by the Italian manufacturer Fiat between 1988 and 1995.
The Tipo was initially available only as a five-door hatchback. The car was made entirely out of galvanized body panels to avoid rust, and was built on a completely new Fiat platform, which was later also used in Alfa Romeo and Lancia models.
It also stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear wheel drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years before the Tipo.
The top of the range was the 2.0 Sedicivalvole (16 valves).
The Sedicivalvole gained its engine from the Lancia Thema, and with a much smaller and lighter bodyshell to house it, this power unit brought superb performance and handling, and a top speed of around 130 mph (210 km/h), which made it faster than the Volkswagen Golf GTI of that era.
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
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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 Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars (E-segment) produced by Italian car manufacturer Alfa Romeo from 1968 to 1977. Berlina is the Italian term for a saloon car. Both cars had Alfa Romeo twin cam inline-four engines; the 1.8-litre 1750 Berlina was made between 1968 and 1971, when it was phased out in favour of the improved 2.0-litre 2000 Berlina.
The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 was meant to top the saloon range, above the 1300 and 1600 cc versions of the Giulia. In the United States, however, the Giulia saloon ceased to be available and was entirely replaced by the 1750 Berlina. The 1750 entered full production in South Africa in early 1969, later complemented by the 2000.
In contrast to the Giulia, the 1750s had reworked bodywork and bigger engine, shared many parts with other concurrent models in the Alfa Romeo range, but sold many fewer units during their production span.
The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle's distinctive creases were smoothed out, and there were significant changes to the trim details. The car's taillights were later used on the De Tomaso Longchamp.
The Alfa Romeo 2000 Berlina was produced by Alfa Romeo between 1971 and 1977. The engine was bored and stroked out to 1,962 cc. A different grill distinguishes 2000 from 1750. Also, external lights were different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750.[8] With two carburetors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS (97 kW; 130 hp). Top speed was 190 km/h (118 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. Gearbox was 5-speed manual (also 3-speed automatic on some versions).
The Avenger Tiger was conceived as an ideal platform for both saloon car racing and rallying which could be ordered direct from the factory as a road car. The Tiger used the four door bodyshell of the standard Avenger and was powered by a tuned 1498cc engine featuring twin-Weber carbs. Some Tigers were also supplied with 1.8 litre and 2.0 litre units, although these were true competition cars.
Ford Thames 300E Van (1954-61) Engine 1172cc S4 SV Production 196885 (comprising 139,267 5 cwt, 10,056 Standard 7 cwt and 47,562 Deluxe 7 cwt units.)
Registration Number BAS 810
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The 300E was introduced in 1954, based on the Ford Anglia and Prefect 100E saloon cars. It shared its bodyshell and 1172 cc sidevalve four-cylinder engine with the estate car versions of the line with shorter doors and a smaller overall length than thw Saloon. Initially only produced with a 5cwt (250kg) carrying capacity, the range was increased with the addition of Standard and Deluxe 7cwt (350kg) variants. All three offered the same 66-cubic-foot (1.9 m3) load volume.
Shot 25:04:2012 Chasewater Transport Show, Chasewater, Brownhills, Staffordshire. Ref: 84-051
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.
VW Golf Mk.III Avantgarde Cabriolet (1993-01) Engine 1984cc S4
Registration Number M 464 MPG
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The third generation Volkswagen Golf was introduced in 1991 replacing the Mk.II version.
The Cabrio version was launched in 1994 three years after the Hatchback, replacing the long running 1 st generation Cabrio and was to outlive the Mk.3 Hatch which was replaced in Hatchback and Estate form in late 1999, remaining in production until 2001.
Though the Cabriolet did receive an update in mid 1999 with the front, rear, and steering wheel styling from the Golf Mk4 while still maintaining the body from the Mk3 Cabrio.
Conceived as a thoroughly modern design its high-strength two-door monocoque bodyshell featured an integral roll-over hoop and driver's / passenger's airbags. The hood is a six layer quick release hood, . While, drivers had the advantage of both power-assisted steering (complete with an adjustable column) and ABS brakes. Available in S, SE, Avantgarde and Colour Concept trim levels and with a choice of 1.6 (100bhp), 1.8 (75 / 90bhp) or 2.0 litre (115bhp) engines, the model enjoyed a seven-year production run between 1994 and 2001
Many Thanks for a fan'dabi'dozi 27,063,600 views
Shot 07:07:2014 at on Cars in the Park, Beacon Park, Lichfield REF 102-1107
Nissan 100NX (1991-96) Engine 1597cc S4
Registration Number N 935 WKL
NISSAN SET
www.flickr.com/photos/45676495@N05/sets/72157623814850528...
The Nissan NX was essentially a B13 platform Nissan Sunny with a different bodyshell in Europe the 100NX came with two engine options, a 1.6 L and a 2.0 L
With the a normally aspirated 90bhp 1.6 litre engine from 1990-93 being replaced with a fueal injected engine of 105bhp from 1993-96. and a 2.0 litre fuel injected 143bhp unit throughout production.
The 100NX was mainly sold with a T-bar removable roof in Europe
Shot at Cars in the Park, Lichfield 07:07:2013 REF: 89-639
Renault 4 (1961-93) Engine 1108cc S4 OHV Production 8000000+ (all versions)
Registration Number HU 0356 E (Spain)
RENAULT SET
www.flickr.com/photos/45676495@N05/sets/72157623690632985...
Designed to replace the Renault 4CV and aimed squarly at the Citroen 2CVs everymans car image. Launched September 1961 and powered at first by a 747 cc engine (a 603 cc badged as a Renault 3 available in France) in 1962 the deluxe and super became available with a 845 cc engine later engines inluded a 956 cc, 1108cc and a 1300. By 1st February 1966 sales had reached one million.
The Fourgonnette (panel van) version of the R4, which with its "high cube" bodyshell and the unique 'giraffon' (giraffe hatch) at the rear became the idiosyncratic French "Boulangerie" van. For many years, this was surely the most successful vehicle of its type and for many people it represents their idea of a Renault 4 more than the passenger version. It remained on sale in Europe until 1993 and was replaced by the Renault Express
Shot 07:10:2012 in Lloret de Mar
Ref: 90A-448
Volkswagen Polo CL (3rd Gen) (1994-02) Engine 1390cc S4 59bhp
Registration Number V 884 DGJ (London SW)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The third generation Polo was launched in September 1994, and was a completely new model/chassis from the old Polo, although early versions used the engines from the Mark 2.and was the first Polo to be available as a five door model.
Using a modified version of the Golf Mk.3 floorpan as did the Seat Ibiza Mk.2 with numerous parts interchangeable between models.
The Polo Mark 3 was much better equipped than its predecessor. A range of models featured items such as colour-coded bumpers, heated/electrically adjustable mirrors, four speaker stereo, pollen filters, central locking, rear head restraints, split rear seats, fog lights, alloy wheels, and air bags.
The facelifted Mark III, released in 1999 for the 2000 model year featured updated styling including new headlights and bumpers and an all new interior based on that of the Lupo. Although the car was similar in appearance to the Mark 3 (the bodyshell was fully galvanised and stiffened but not fully redesigned, although some panels were changed), Volkswagen claimed that 70% of the components were new. Power steering, antilock brakes and twin airbags were made standard
Diolch am 74,505,470 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 74,505,470 amazing views, every one is greatly appreciated.
Shot 23.06.2019 at Donington Park, Castle Donington, Leicestershire 142-223
The Cateye Micro Wireless computer in my Quest is really a bit rubbish. It might've been cutting edge ten years ago, but now it loses signal from such emanations as powerful mobile phone masts, strong wi-fi routers, weak wi-fi routers, GPS satellites, passing aeroplanes, and people talking too loudly. Even the indicator flasher unit makes the Micro lose its connection with its wheel sensor. I reckon I'm down as much as 10% on my total recorded mileage, which could be a discrepancy of 1000 miles now.
Having spent a lot of time looking at Cateye and Sigma's offerings on the digital wireless side of things, the Padrone Digital being the top contender, but not being prepared to pony up that amount of money, a corner of my brain was beavering away, still certain that a wired computer could be made to work by running a magnet and sensor from the right-hand stub of the rear axle. That way, no drilling through the front wheelarch would be required.
And as if by magic, just recently, I nabbed a new-in-box Cateye Strada cadence model – CC-RD200 – for £15 or some such stonking deal. All I would then have to do was splice in enough wire, design a magnet mount, design a sensor mount, redesign the computer mount, and figure out the route to run the wire. And then do the same all over again for the cadence sensor.
Oh for a Strada 'Enduro' model! The sensor wires Cateye used were much as expected: microscopically thin, fiddly coax. To each one I spliced in about three feet of R/C servo cable, discarding the surplus third wire. For the computer mount I chopped off the worm geary straps and ran a couple of zip ties between the stubs, in a similar manner to the way Velomobiel.nl installed the Micro Wireless onto the little metal plate prong thing that's rivetted to the control box. It's a bit wobbly but I don't have any Sugru to make a more solid alternative.
Out back, I came up with three different ideas, using various combinations of carbon fibre plate, bicycle spoke and metal strip, none of which were quite the same as what turned out to be prolific tinkerer Fastolfe's rather neat solution (using a suitable miniature pipe clamp around the axle's adjusting nut and lock nut, plus a neodymium magnet). I couldn't find any pipe clamps the right size. So I fashioned a magnet mount using a mudguard bracket bent to shape, and for the M8 lock nut I substituted an M8 standoff cut down to about 13mm. The end bolt that holds the magnet mount is actually a threaded brake caliper slide pin that I liberated from a broken caliper mount from my motorbike, that I'd been keeping in my spares drawer for no obvious reason, and with the slider part cut off. Of course, any old M8 bolt would've done, but I didn't have any, and wasn't about to go out and buy a pack of 10 when I needed one.
The sensor mount is a one-inch ABS potting box that I'd had in my toolbox for, er, about 20 years. I chopped the box down so that it clears the bodyshell when I drop the suspension to work on the drive train. The Cateye sensor is really a bit big for the application and I'm sure a smaller reed switch could have been found if I'd tried, but after Maplin went out of business there's nowhere handy in town to buy random wire and switches and connectors and PCB and pots and LEDs and things.
And for the sensor wire, it just goes along the rear gear cable, under the centre pivot of the swingarm and up the front of the rear wheelarch to the coathanger, and thence to the dashboard. I protected the wire with spiral wrap where it goes around the swingarm pivot.
Original 201742602
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.
DRS Brush/GM Class 57 'Bodysnatcher' number 57 307 'LADY PENELOPE' seen stabled in the weeds at Carlisle Railway Station on the West Coast Mainline. This locomotive used the bodyshell of 47 225.
Looking a bit smarter these days in the latest Greater Anglia livery, Class 317 EMU's 317515 & 317654 pass Stratford with a 5V22 09.25 Liverpool Street to Ilford EMUD empty stock move.
The British Rail Class 317 A/C EMUs were built by British Rail Engineering Limited's Holgate Road carriage works in two batches, from 1981–82 and 1985-87. They were the first of several classes of British Rail EMU to be based on the all-steel Mark 3 bodyshell, departing from the "PEP"-aluminium design which had spawned the earlier Class 313 to Class 315, Class 507 and Class 508. The Mark 3 bodyshell was also the basis of Class 318, Class 455, and the diesel Class 150.
The Greater Anglia franchise is operated using 15 Class 317/5 units, 24 Class 317/6 units and 6 Class 317/8 units. They are mainly used on medium-distance services between London Liverpool Street / Stratford and Broxbourne / Hertford East and on longer distance services between London Liverpool Street/Stratford and Bishop's Stortford, Harlow Town and Cambridge. They are also used on some Bishops Stortford/Stansted Airport - Cambridge services. These trains are also being used on rush hour services from Liverpool Street to Witham and Ipswich due to the absence of some class 321s being refurbished. There is also one class 317/7 demonstrator unit 317722 which is the only Class 317/7 with Abellio Greater Anglia.
The Greater Anglia Class 317 fleet is due to be replaced with new Bombardier Class 720 Aventra EMUs. The first trains are due to enter service in 2019
Quite possibly one of the most beautiful sports cars of all time, and one of those machines that harps back to the good old days of early low-down seventies supercars.
Making its debut at the 1972 Paris Auto Show, the Maserati Merak entered production just over a year after the similarly designed Bora. The Merak and the Bora share the front part of bodyshell up to the doors, but front ends are differenced mainly by the use of dual chrome bumpers in place of twin trapezoidal grilles, but the similarities end at the B-pillar. Giorgetto Giugiaro at Italdesign was commissioned the transformation of his last work the Bora into the Merak. Unlike its bigger sister the Merak doesn't have a true, fully glassed fastback, but rather a cabin ending abruptly with a vertical rear window and a flat, horizontal engine bonnet pierced by four series of ventilation slats. Giugiaro completed the vehicle's silhouette by adding open flying buttresses, visually extending the roofline to the tail.
The main competitors of the Merak were the similarly Italian, mid-engined, 3-litre and 2+2 Dino 308 GT4 and Lamborghini Urraco P250. However unlike its transverse V8-engined rivals the Merak used a more compact V6, that could therefore be mounted longitudinally. Having been designed during the Citroën ownership of Maserati (1968–1975) certain Citroën hydropneumatic systems were used in the Merak, as for the Bora. In specific the braking system and the clutch were both hydraulically assisted and operated, and the pop-up headlights hydraulically actuated. After 1976, when the French manufacturer gave up control of Maserati, the Citroën-derived parts were gradually replaced by more conventional systems. In 1977 Alejandro de Tomaso purchased Maserati and the Bora was discontinued after a production run of less than 600 cars, while the Merak remained on sale for six more years.
Specifications as to the car's performance are based largely on the models. The original Merak was powered by a 3.0L 187hp engine with three twin-choke Weber Carburettors, giving a top speed of 149mph. In 1976, the Merak SS was released after the 42nd Geneva Motor Show, which featured a 217hp engine. The final version of the Merak was the 2000GT, which entered sales in 1977 after the Turin Auto Show. This car was largely downgraded from other models for the Italian market after laws were introduced penalizing cars with engines over 2,000cc. As such, Maserati developed a 1,999cc engine producing 168hp.
Production of the Merak ended in 1983, with 1,830 examples built. Sadly the car isn't held in as high esteem as the larger Bora, although more Meraks were produced. Most points of contention with the Merak are that it is fitted with a V6 rather than the Bora's V8, and thus many argue that the car isn't a super-car in the traditional sense. The Merak did re-enter the limelight briefly on Top Gear, where Jeremy Clarkson bought himself a Merak for the same price as a Mondeo, but ended with his engine disintegrating!
The Austin-Healey Sprite is a small open sports car which was produced in the United Kingdom from 1958 to 1971. The Sprite was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, just before that year's Monaco Grand Prix. It was intended to be a low-cost model that "a chap could keep in his bike shed", yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down.
In 1961 the Sprite was joined by a badge-engineered MG version, the Midget, reviving a model name used by MG from the late 1920s through to the mid 1950s. Enthusiasts often refer to Sprites and the later Midgets collectively as "Spridgets."
The little Sprite quickly became affectionately known as the Frogeye in the UK and the Bugeye in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport. 48,987 "Frogeye" Spriters were made.
The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at M.I.R.A. (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.
The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 & Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8" inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage.
The Mazda Luce (Italian for 'light') was the largest Mazda model available, at launch in 1969, through to 1991. The second generation car was launched in 1972, the LA2.
The car was still compact by US standards, at 1660 mm wide and approximately 4500 mm long.
Mazda installed their 12A and 13B twin-rotor rotary engines to produce the Mazda RX4 performance coupe (using the Luce 2-door bodyshell).
Conventional Luces used a conventional 94 PS 1.8 L, or 103 PS 2.0 litre 4-cylinder engine.
The car received a more conventional styling update in 1976 (LA3), losing some of the period cool of the LA2. The overall body form though, still reflected a Japanese interpretation of the period coke-bottle styling.
The LA2 Luce Coupe is shown here.
N. 0/200 D.
Osi Bisiluro Prototype (1967).
Escala 1/66.
Penny Export.
Made in Italy.
Años 60.
More info:
www.hobbydb.com/catalog_items/osi-bisiluro
uno64.mforos.com/2094013/11048854-penny-politoys-polistil...
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Pennys from Italy - Much Admired Micromodelli
Posted by: Doug in Member Blogson Feb 18, 2009
This article was published in 2004, story and images by Doug Breithaupt, Rob Gras and Craig Mueller
(...) "In Italy the models of Mercury were industry leaders and they created Speedy. A relative new-comer, A.P.S. Politoys, founded in 1960, offered a new line of 1:66 scale models and used the Penny name.
Later the Politoys name was changed to Polistil to avoid potential confusion with a British firm named Palitoys.
By 1967, the first explosion of small-scale toy cars was well underway. These early years of 1:64 scale had a strong national flavor with most firms offering a primary selection of models based on the cars and trucks of their native country with a lesser selection of models based on vehicles from other countries.
Often, these models were initially offered for sale in the home country as well although the North American market provided a sales opportunity that could not be ignored."
(...)
"1967 was the initial year for Penny 'micromodelli' and the series only lasted until late 1969 or early 1970 when, like the whole toy car world, a response to Mattel's Hot Wheels was seen essential for survival.
As the packaging shows, a penny and checkered stripe was part of the box art along with illustrations of the model enclosed.
In just 3 short years, Penny produced less than 50 models but among them are some that have become favorites of collectors world-wide."
(...)
"Penny sorted their models into three categories.
- The first was 'Corse', a series of Formula 1 race cars. They created the F1 racing grid for 1967 with models 0/1 through 0/10. New F1 cars for 1968 were offered as 0/11 through 0/15. The rising success of F1 racing and the release of movies like Grand Prix were certainly an inspiration for these models, just as they were for Matchbox, Best Box of Holland and others. The Penny F1 models seem a bit more toy-like than some with large tires. Still, they offer correct colors and must have provided hours of play-time for the junior racing crowd. Polistil continued to offer grand prix cars in small-scale with more realistic models of the 1975, 1976 and 1982 F1 grid, in the later RJ series.
- The second series of models were identified as 'Berlina' and represented a mix of production and concept cars. The remainder of this article will focus on these 'Berlina' models.
- The third category was 'Veicoli Industriali' and included a variety of trucks a snowplow, minibus and tractor shovel in the series. These were numbered 0/110 to 0/122.
(...)
0/200D Osi Bisiluro
"This unique twin-boom concept car is easily the most unique model in the Penny line. While this design has advantages for a sailboat, it's hard to justify on a car."
(...)
0/205 Caravan Trailer
"This tear-drop caravan was the last of the Penny line.
After that, all models carried the Polistil name."
Source: www.planetdiecast.com/index.php?&option=com_myblog&am...
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OSI Silver Fox Prototype (1967)
"O.S.I. (Officine Stampaggi Industriali) Bisiluro “Silver Fox” – Catamaran sportcar (double trunk).
A strange body that resembled more to a nautical vehicle was introduced to the 1967 Turin Motorshow.
Conceived for a possible use in the race or for the attempts of record, it was equipped by a Alpine engine to four cylinders of 1000 cc., positioned behind the seats on the left side. Among the two interior prominences was positioned three wing-shaped aids that furnished an aerodynamic support.
The first one was usable to firm vehicle, the second, that central, with the vehicle in drive, while the third one, systematized on the back one it was fixed and it also included the brakes."
Source: oldconceptcars.com/exotic/osi-silver-fox-prototype-1967/
More info:
es.motors.wikia.com/wiki/OSI_Silver_Fox
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Officine Stampaggi Industriali
From Wikipedia, the free encyclopedia
"OSI, acronym for Officine Stampaggi Industriali (literally "Industrial Stampings Workshops") was a coachbuilding company founded in 1960 in Turin by former Ghia president Luigi Segre (1919–63) and Arrigo Olivetti (1889–1977) from the Fergat company, a manufacturer of automotive components.[OSI was intended to be an independent design branch of Ghia's, focussing on niche efforts.
The short lived company made some custom built cars based on Alfa Romeo, Fiat and Ford models.
One of their first contracts was to build the bodyshells of the 1960 Innocenti 950 Spider, designed by a young Tom Tjaarda at Ghia's behest.
Probably its best known model outside Italy was the Ford 20M TS Coupé based on the German Ford Taunus 20M. The car was designed by Sergio Sartorelli, better known as the designer of the Type 3 based Volkswagen Karmann Ghia Type 34. Approximately 2,200 of the Ford 20M based coupés were produced, of which approximately 200 were thought to have survived through till 2010.
The company also built the Ford Anglia Torino designed by Giovanni Michelotti: 10,007 examples of this model were sold in Italy.
Segre died following appendicitis in 1963, leaving the rising company without its personal link to Ghia and Ford.
He was replaced by Giacomo Bianco of Fergat, but Bianco was unable to keep the company afloat as contracts began to dry up.
In 1966 2,000 employees had to be laid off, and OSI car production ended in December 1967.
Bianco was fired and Sartorelli was charged with winding up operations, incorporating the OSI design office with that of Fiat's in May 1968.
The company remained active as a producer of steel pressings and industrial equipment."
------------------------------
Some models by Osi:
- Alfa Romeo 2600 Berlina de Luxe 1965.
- Alfa Romeo Giulia Scarabeo 1966.
- Ford Anglia Torino.
- OSI-Ford 20 M TS.
Source: en.wikipedia.org/wiki/Officine_Stampaggi_Industriali
Originally Charles Roberts & Company's wagon works was located at Horbury Junction southeast of Horbury, West Yorkshire, England. It became part of the Procor group in the 1970s as Procor Engineering Ltd. and, subsequently, part of Bombardier Inc.'s European railway businesses in 1990 as Bombardier Prorail, closing in 2005.
the plant produced bodyshells for the British Rail Class 60 during the Procor period, and British Rail Class 92 during Bombardier's ownership. During the Second World War the factory was involved in the production of the Churchill Tank.
The plant was involved in the passenger vehicle construction and refurbishment. In the 1950s tram bodies were constructed for Blackpool Tramways 'Coronation Cars', and Sheffield Tramways. In the early 2000s Bombardier Voyager trains were built at Horbury and at Bombardier's BN plant in Bruges, Belgium. Refurbishment of GNER's Mark 4 coach fleet took place at Horbury in the mid-2000s.
Poster I created for Dynacorn Classic Bodies Showroom. Dynacorn manufactures Replacement Body Shells for 1967, 1968 and coming soon, 1969 Mustang Fastbacks. They also make shells for Camaro's, Pickup Cab Shells and coming soon, Chevelles. These Shells are being used to make "Eleanor" clones. The 1968 Shell has been used to build a "Bullitt" clone.
Volkswagen Golf GTi Mk.2 (1983-92) Engine 1781cc S4 8v Production 6,000,000 (all Golf Mk.2's)
Registration Number E 697 ETW
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.
The successful hot GTi model was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a fuel-injected and was later joined by the more powerful Golf GTi 16v marked by discreet red and black "16v" badges front and rear.
Many Thanks for a fan'dabi'dozi 29,118,600 views
Shot 03:08:2014 at Stafford Castle Ref 102-589a
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 210 Sport Coupe shown here matched the sportiest bodystyle with mid-range trim. The car now wore a long arc chrome strip which drooped at the tail ans split the body in models with two-tone paint. The roof was paired to the lower bodysides, while the trunk and hood matched the upper bodyside.
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.
Wheels on Wednesday
WoW
Fitted with a Callaway 4.6L engine
GCS (Gary Colin Specialist) Cars traded initially from Orpington in Kent, UK and produced the Hawke. Although similar to the Burlington SS in some respects, the GCS Hawke was developed completely independently by the partners in GCS Cars with considerably different dimensions overall. The Dorian/Burlington was designed to fit on a Triumph chassis, although Dorian later developed a chassis that it is believed was using Escort parts. The GCS Hawke was designed to fit on a ladder-frame chassis to accept Cortina/Sierra parts. This led to the bodyshell and wings being considerably wider than the original Dorian/Burlington car. It is an open two seater modelled fairly closely, but differently enough, on the Morgan. Whereas the Burlington body tub was constructed of glass-fibre, wood and aluminium, the Hawke has a one-piece GRP bodyshell with integral floor. It can take a variety of engines from Ford and the V8 Rover. The company was founded by Garry Hutton and Collin Puttock.
The company was eventually sold to Tiger Racing but then sold to LCD (LC Developments Ltd founded in 2003 by Richard John Laking and Paul John Chapman) who currently both manufacture the car and supply the car as a kit.
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.
92029 WFAC DOLLANDSM 894E26CB07 4 * SCUNTHPRS N 21D A
DB Schenker's class 92 number 92029 named "Dante" with EWS logo built by Brush Traction, Loughborough in 1995 works the Dollands Moor Sidings to Scunthorpe Redbourne sidings on an overcast 7 January 2014. 92029 was also photographed the day before at Dollands Moor yard with a similar train (www.flickr.com/photos/35502189@N03/11824080145/).
92029 was assembled by the BRUSH Traction Company Loughborough, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.
CGS Hawke (1992-99) Engine 2993cc S4 Ford Production 115 approx
Registration Number FEP 990 W
GCS (Gary Colin Specialist) Cars was founded by partners Garry Hutton and Colin Puttock trading initially from Orpington, Kent, as part of a range of activities, they offered a ‘build service’ for customers of a variety of kit car manufacturers.
Their Hawke sportscar was developed in the early 1990s as a two door open top sportscar that bore a striking resembleance to the Morgan Plus 8though there are no common parts, unlike the Morgan which has an ash frame the Hawke has a one piece GRP bodytub with integral floor to which the nosecone, front wings, rear wheel arches, doors, bonnet, and windscreen are added. It was designed to accept Ford Cortina / Sierra donor vehicle running parts and this led to the bodyshell and wings being considerably wider than the plus 4 Morgan.
Early models used the Ford Cortina as donor for engine, gearbox, electrics, front and rear axles and suspension components. Kits were adapted to meet customer requirements and to take a variety of Ford engines, plus the Rover V8 and others, such as the Nissan 2.8 litre straight 6 and Fiat 2000. Continuous improvement saw the introduction of the Sierra as the donor vehicle with kit specific suspension components, wider wings, the use of Gel Coat on some kits and the introduction of Roll Bars to help meet SVA requirements and improve safety. With the introduction of Sierra based models, the +2 variant was quietly dropped.
CGS ceased trading in 1999, following the onset of ill health to one of the partners and the production rights, associated equipment and order book were sold to Jim Dudley of Tiger Racing. Despite input from Colin Puttock, to ensure a smooth transition of production, Tiger manufactured only a handful of vehicles before the model did not sit well with Tigers other products, In August 2003 Paul Chapman and Richard Laking of LCD purchased the Hawke project, but, after an enthusiastic start incorporating a number of improvements, notably the adaption of the kit to take the Ford Zetec range of engines, production stalled and no new kits have been produced since 2007.
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Shot at the VSCC Hillclimb, Prescot, Gloucestershire 03:08:2013 Ref 95a-888
The BMW Compact was a small family car which was basically a truncated hatchback version of the BMW E36 platform.
The car was available in 316i, 316g (compressed natural gas), 318ti and 318tds (diesel). The title Ti(Touring International) is unique to the Compact range and is used on the more powerful versions, harking back to the BMW New Class Tii models of the sixties and seventies.
From front bumper to A pillar, the Compact is identical to the BMW 3 Series (E36) sedan, sharing the front fenders, bumpers, lights, windshield, wing mirrors, and the hood. As with the entire E36 range, the E36/5 also shares an idential wheelbase. Similarities with the E36 sedan/coupe range end here; from the A pillar rearwards, the E36/5 is unique from others in the E36 range featuring unique framed doors, windows, roof, trunk pan, taillights, and suspension.
The BMW E36/5 Compact shares its suspension with the BMW Z3 and M Coupe/Roadster. The front employed the E36's standard MacPherson strut design. However the and rear suspension used a semi trailing arm from the previous model BMW 3 Series (E30) which allowed for more a lower trunk floor height, fold down rear seats, and an exterior undermounted compact spare tire.
The inherent design of the trailing arm suspension was that it favoured oversteer. It is the rarest and most sought after of the E36 318 lineup by enthusiasts, being the lightest, fastest, best handling and least expensive.
Apart from a simple one piece dashboard, the E36 Compact shared the same seats and trim as the full-sized 3-series. During 1993/4, BMW built several prototype 5-door compacts, which looked outwardly even more similar to the saloon right back to the C-pillar. However, following the initially disappointing sales response to the Compact (in comparison to the Saloon & Coupe models) BMW decided not to offer a 5-door variant. The prototypes were stripped and the bodyshells disposed of.
The E36 Compact was very popular in its home market in Europe, which prompted BMW to market the car to North America for the 1995 model year. The E36 Compact's front-engine, rear-wheel drive layout was unique for the segment, giving it no direct competitors in North America.
Alfa Romeo Giulia Sprint GT (1964-66) Engine 1570cc S4 DOHC Producion 1000
Registration Number DRS 135 D
ALFA ROMEO SET
www.flickr.com/photos/45676495@N05/sets/72157623759785842...
The Giulia Sprint GTC was a Cabriolet version of the Giulia produced in very limited numbers with a total production of around 1000, with only 99 for the British and South African market. Based on the Giulia Sprint GT with the Cabriolet conversion by Touring of Milan. Apart from the convertible top the model also has a black dashboard instead of the crackle grey of the GT.
To restore some of the bodyshell rigidity lost by removing the fixed roof and pillars, Carrozzeria Touring added reinforcement to several areas of the bodyshell. Through the production life of the model, several modifications to the reinforcement applied were made by Touring, apparently in an effort to improve the stiffening achieved.
Carrozzeria Touring was in financial trouble when the Giulia Spring GTC went into production. The company went out of business shortly after production of this model ended.
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Shot at The Silverstone Classic 28th July 2013 Ref 95-021
Morris Six MS (1948-53) Engine 2215cc S6 S6 OHC Production 12,400
Registration Number JWV 833
MORRIS SET
www.flickr.com/photos/45676495@N05/sets/72157623690377489...
The Morris Six MS was a six-cylinder midsize car made from 1948 to 1953. It was the company's first post war six-cylinder car. At launch the car was priced at £671 on the UK market.
The car was very similar to the 1948 Issigonis designed Morris Oxford series MO sharing the same bodyshell from the windscreen backwards. The bonnet was lengthened to take the overhead camshaft, single SU carburettor, 2215 cc six-cylinder engine which produced 70 bhp.
The whole car was longer than the Oxford with a wheelbase of 110 inches Suspension was independent at the front using torsion bars and at the rear there was a conventional live axle and semi elliptic springs. The steering was not by the rack and pinion fitted to the Oxford but used a lower geared Bishop Cam system. The 10 inches (250 mm) drum brakes were hydraulically operated using a Lockheed system.
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Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-187
Humber Sceptre II (1966-67) Engine 1725cc S4 OHV
Registration Number MBF 816 D
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
The Sceptre I was introduced in 1965 with a shape somewhere between the Hillman Super Minx and the Sunbeam Rapier, with the former's bodyshell and the latter's grille, quad head lights, dual overdrive and servo front disc brakes.
For 1966 the model was upgraded to the Sceptre II with a larger 1725cc engine and an Automatic option.
Shot at Cars in the Park, Lichfield 07:07:2013 REF: 89-593
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 210 Sport Coupe shown here matched the sportiest bodystyle with mid-range trim. The car now wore a long arc chrome strip which drooped at the tail ans split the body in models with two-tone paint. The roof was paired to the lower bodysides, while the trunk and hood matched the upper bodyside.
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.
Replicar Sportif GT40 (1992) Engine 4942cc
Registration Number JGC 686 C
Chassis Number KCC 032 GT
This is a RHD GT40 replicar the fifth chassis built by Replicar Sportif in South Africa. First registered in 1993 to Kai Krige a famous South African film and TV director. After six years of ownership the car was exported to the UK and registered as a Ford GT 40. The car is believed to be based on a KVA kit. and has quality glassfibre mouldings, while the chassis is a fully triangulated space-frame with aluminium cladding. Wherever possible, genuine Ford parts were utilised to facilitate maintenance and upkeep. KVA bodyshells were produced from moulds taken from original GT40s and are recognised as among the most accurate around, being used by many other manufacturers of GT40 replicas.
. The cars interior was finished to a high standard, and power comes from a high-output Ford 302ci (5.0-litre) V8 built by Johan Liebenburg of Cobracore Engineering, Booysens, SA, blueprinted and mated to an Audi five-speed transaxle with over-sized CV joints. The engine specification includes ported cylinder heads, long duration high-lift camshaft, high-compression pistons, and chrome-moly pushrods and guide plates.
More recently the car was sold through Bonhams auction sale at Beaulieu Collectors sale in September 2013 for £ 23,000 including premiums
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Shot at The Silverstone Classic 28th July 2013 Ref 95-329
Ford Thames 300E (1954-61) Engine 1172cc S4 SV Production 196,885
Registration Number WXR 859
Ford UK/EUROPE SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Based on the Ford 100E cars the 300E was introduced in 1954 and it shared a bodyshell with the station wagon. Powered by a Ford 1172cc engine
Initially produced only as a 5cwt (250kg) carrying capacity, the range was later expanded with the introduction of the 7cwt (350kg) Standard and Deluxe variants. Total production 196,885 = 139,267 5cwt, 10,056 7cwt Standard and 47,562 7cwt Deluxe.
This van was purchased by London Transport, in June 1959 as one of a fleet of 13, to the Central Distribution Works. At the beginning of July 1959, it was transferred from Central Distribution to Lillie Bridge depot near Fulham and allocated to the Signals Engineers, remaining there until withdrawn from service at the beginning of December 1964. The unlicensed vehicle was then sold to a Mr C W Borgust of Shooters Hill, London, SW3 for private use.
Obtained and restored by Mr N Anscombe into its distinctive Chiswick Green service vehicle livery, the van was donated to the Trust and arrived at the Museum during May 1998.
Shot at the London Bus Museum Brooklands 22:10:2013 REF 79-098
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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.
Dynacorn 1967 Camaro Show Car l poster that I created for the company showroom. This was built from a Dynacorn Replacement Body Shell and other new components. This is a rust free brand new old car.
Puma was a Brazilian specialist car manufacturer which built cars from 1967 until roughly 1997. High import tariffs effectively closed Brazil during much of this period to foreign-built cars. This limited the vehicles available to the average Brazilian to those built locally by foreign manufacturers such as Volkswagen and General Motors (which established Brazilian manufacturing plants), and the products of local companies.
The origin of what became the Puma was the DKW-Malzoni, built by Rino Malzoni of Matão in São Paulo (state) from around 1964. Malzoni was a keen auto racer and began building his own competition cars based around a DKW straight-3 two-stroke engine with a light, fiberglass-skinned bodyshell. The cars began to sell in quantities larger than he himself could build, and Malzoni founded a company with a group of other auto enthusiasts. Production started at approximately 35 cars a year, but increased to more than a hundred within a couple of years.
(Wikipedia)
- - -
In den 1950er- und 60er-Jahren versuchte Brasilien intensiv, den Anschluss an die westlichen Industrienationen zu gewinnen. Um dieses Ziel zu erreichen, wurden auch Kooperationen mit großen Automobilherstellern eingegangen.
Der begeisterte Rennfahrer Rino Malzoni aus Matão (São Paulo) begann 1964 für den Einsatz auf der Rennstrecke seinen eigenen Wettbewerbswagen zu bauen. Basis war die Technik des „DKW 3=6“ mit Zweitaktmotor und dem DKW-typischen Frontantrieb. Diese frühen Fahrzeuge werden heute „DKW-Malzoni“ genannt, damals hießen sie schlicht „GT Malzoni“, ab 1966 „GT DKW“. Das Fahrzeug bestand aus einem Zentralrohrrahmen und einer GFK-Karosserie, eine Bauart, die seit der Einführung der Corvette von Chevrolet (1953) vor allem bei Kleinserienherstellern immer beliebter wurde. Aus der ursprünglich geplanten Homologationsserie entwickelte sich aufgrund starker Nachfrage bereits im zweiten Produktionsjahr eine kleine Serienfertigung. Im Jahr 1967 erfolgte ein erster Höhepunkt mit 121 produzierten Sportwagen.
Triumph GT6 Mk2 (1968-70) Engine 1998c S6 OHV
Production 12,066
Registration Number RUT 513 G
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
Introduced in 1966 the first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. The new body was a sleek fastback design with an opening rear hatch, In essence a two seater but with a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2 litre, tuned to develop 95 hp (71 kW) with a top speed pf 106mph
The Mk.II GT6 was launched in 1978 using a 104bhp version of the six cylinder engine, with optional overdrive as available on the Mk.1. Now fitted with lower wishbone independant rear suspension. The Mk.2 also got a new facia, better ventilation for both engine bay and cockpit and Rostyle wheels, though wires were a popular option. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform with new regulations ecessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds Performance improved slightly to 107 mph
The third generation of 1970 was the GT6s last major facelift the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end,and the deletion of the chrome stripes on top of the wings . Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper "swing-spring" layout fitted to the Spitfire Mk IV. Engine output was simular to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph
Shot at Weston Park Car Show 25:04:2011 Ref 70-373
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A really sad sight on the 22nd August 1982, over a year after the closure of the Woodhead line. 76056 is dumped off its bogies on the grass at Reddish depot. A Glossop Hadfield unit stands behind. On my visit there similar bodyshells littered around the place along with rows of withdrawn examples still on their bogies.
The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
M94 FVC, a Jaguar XJ6 4.0, is the last XJ40 to come off the production line.
It is owned, like the V12 Coupé by JDHT, who incidentally use it to drive foreign visitors to/from the factories.
That most only happen rarely: this 1994 has covered only 5000 miles!
The Fiat Panda is a city car from the Italian automobile manufacturer Fiat. The first Fiat Panda was introduced in 1980, and was produced until 2003 with only a few changes. It is now sometimes referred to as the "old Panda".
Designed by Giorgetto Giugiaro, the Panda was designed as a modern day "peasant car": a cheap, basic, no-frills utility vehicle that would be easy to use and maintain. The car can be seen as a later approach to the same niche the Citroën 2CV or Renault 4 were designed to serve. Introduced in 1980, the Panda was noted for its box-like styling, which would become the house style for Fiats throughout the 1980s.
The Panda 4x4 was launched in June 1983, it was powered by a 965 cc engine with 48 bhp (36 kW) derived from that in the Autobianchi A112. Known simply as the Panda 4x4, this model was the first small, transverse-engined production car to have a 4WD system. The system itself was manually selectable, with an ultra-low first gear.
Under normal conditions starting was from second, with the fifth having the same ratio as fourth in the normal Panda. Austrian company Steyr-Puch supplied the entire drivetrain (clutch, gearbox, power take-off, three-piece propshaft, rear axle including differential and brakes) to the plant at Termini Imerese where it was fitted to the reinforced bodyshell.
Minor revisions in November 1984 saw the range renamed "L", "CL" and "S". Specifications and detailing were modified across the range including the adoption of the Fiat corporate grille across all versions. Mechanically however the cars remained largely unchanged.
Sold for £ 1.200
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
Humber introduced the Super Snipe model in 1938, a big and impressive six-cylinder machine aimed at government officials, military top brass and upper-middle-class management types.
For 1958 it was restyled as the ‘New Super Snipe’, losing the big separate wings of old in favour of a more modern unitised chassis and body which was heavily influenced by the 1955 Chevrolet. Claimed to be the largest bodyshell being built in the UK at the time, it certainly looked the part, getting even more impressive in 1960 when the Series III version gained quad headlamps.
The Series IV of 1962 had a sleeker profile with a larger glass area and opening rear quarterlights to extract the Brigadier’s pipe smoke more efficiently. The rear compartment also gained picnic trays, four ashtrays and two cigar lighters! Under the bonnet lurked a more powerful 132,5 bhp 3-litre engine, while a higher ratio rear axle and a larger 16-gallon fuel tank extended the range between pit stops.
First registered in May 1964, this Series IV had just one owner from new until 2011 when it was acquired for the collection. While the last MOT expired in December 2012 (with no advisories recorded), it is not running at present and will doubtless benefit from some thorough recommissioning before use, a process which will be eased by the informative Olyslager manual which comes with the car.
Now looking somewhat down at heel with various loose wires under the dash, it could do with a bit of general tidying to bring it back to the standard that one’s commanding officer would expect.
Puma was a Brazilian specialist car manufacturer which built cars from 1967 until roughly 1997. High import tariffs effectively closed Brazil during much of this period to foreign-built cars. This limited the vehicles available to the average Brazilian to those built locally by foreign manufacturers such as Volkswagen and General Motors (which established Brazilian manufacturing plants), and the products of local companies.
The origin of what became the Puma was the DKW-Malzoni, built by Rino Malzoni of Matão in São Paulo (state) from around 1964. Malzoni was a keen auto racer and began building his own competition cars based around a DKW straight-3 two-stroke engine with a light, fiberglass-skinned bodyshell. The cars began to sell in quantities larger than he himself could build, and Malzoni founded a company with a group of other auto enthusiasts. Production started at approximately 35 cars a year, but increased to more than a hundred within a couple of years.
(Wikipedia)
- - -
In den 1950er- und 60er-Jahren versuchte Brasilien intensiv, den Anschluss an die westlichen Industrienationen zu gewinnen. Um dieses Ziel zu erreichen, wurden auch Kooperationen mit großen Automobilherstellern eingegangen.
Der begeisterte Rennfahrer Rino Malzoni aus Matão (São Paulo) begann 1964 für den Einsatz auf der Rennstrecke seinen eigenen Wettbewerbswagen zu bauen. Basis war die Technik des „DKW 3=6“ mit Zweitaktmotor und dem DKW-typischen Frontantrieb. Diese frühen Fahrzeuge werden heute „DKW-Malzoni“ genannt, damals hießen sie schlicht „GT Malzoni“, ab 1966 „GT DKW“. Das Fahrzeug bestand aus einem Zentralrohrrahmen und einer GFK-Karosserie, eine Bauart, die seit der Einführung der Corvette von Chevrolet (1953) vor allem bei Kleinserienherstellern immer beliebter wurde. Aus der ursprünglich geplanten Homologationsserie entwickelte sich aufgrund starker Nachfrage bereits im zweiten Produktionsjahr eine kleine Serienfertigung. Im Jahr 1967 erfolgte ein erster Höhepunkt mit 121 produzierten Sportwagen.
DB Schenkers class 92 number 92039 named "Johann Strauss" hauling 42 cargowaggons from Dollands Moor sidings to Wembley European Freight Operationss Centre in the mist on 21 January 2014.
92039 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.
92039 was photographed by Nicolas B being dragged through Staple, France on 15 November 2015 by ECR 77 number 019.