View allAll Photos Tagged Bodyshell
This car is an early pre-production X350 (v8 engine XJ), which was specially finished in polished aluminium to show off the new body material. Together with a similarly-finished left-hand drive car, it was used for the launch presentation and motor show displays, before it was presented to the collection of the Jaguar Daimler Heritage Trust for preservation. The X350 went on general sale in April 2003.
The X350, so-called after its project code number, was introduced to the public at the motor shows in the autumn of 2002 and was the seventh generation of the Jaguar XJ saloon. It was the latest member of a family of cars that began in 1968 and by the time the X350 was introduced, had reached a total production of over 800,000 cars. As the largest and most prestigious of the three Jaguar saloon ranges, the new XJ was an up-to-date version of the classic Jaguar theme, and remained the company’s flagship.
The new car included many advanced features, notably the all-aluminium unitary construction bodyshell, a six-speed automatic transmission and an air suspension system with double wishbones front and rear. Styling and proportions were clearly inspired by its forebears. Despite this, the X350 offered considerably more interior room and boot space than any previous XJ saloon, mainly achieved by building the car taller, while the aluminium construction helped to keep weight down.
After an absence of a six cylinder XJ model for some years, the new range again included an XJ6, fitted with the 3 litre V6 engine also used in the S-TYPE and X-TYPE. The XJ8 featured the well-known Jaguar V8 engine, now with capacities increased to 3.5 litres and 4.2 litres, and fitted with a supercharger in the top-of-the-line XJR version. The X350 cars were built in Jaguar’s traditional home factory at Browns Lane in Coventry, with bodyshells supplied from Castle Bromwich and engines from Bridgend in Wales.
This model turned up in the post on the same day that I uploaded this picture. She is the 3rd Heljan model in my collection (after the Classes 15 and 128), and the 4th model I've bought from a shop called Hattons.
The following information about HS4000 'Kestrel' was taken from the instruction sheet supplied with the model:
Completed as Brush works number 711 in 1967, 'Kestrel' was a private venture, designed and built by Brush Electrical Engineering Co. Ltd of Loughborough (a division of Hawker Siddeley) in conjunction with Sulzer. It was the world's most powerful Sulzer-engined locomotive incorporating the Sulzer 16LVA24 engine, with 16 cylinders arranged in a 'V-shaped' bank delivering 4,000hp at 1,100rpm.
Kestrel was developed around a BR specification for a Type 5, 3,000hp plus, Co-Co locomotive of less than 126 tons suitable for both heavy freight and express passenger work, the latter with 125mph capability.
The body had a stressed skin without conventional underframe or chassis and the cabs received a streamlined treatment by stylists Wiles and Ashmore. The original single piece cast bogie frames with coil and beam suspension were unusual in having an unequal wheelbase. Later in Kestrel's life (June 1969) these were replaced with Class 47 bogies (which is how the Heljan model is depicted) as BR had discovered that Kestrel weighed 133 tons, considerably over their desired 20 tons per axle limit! The Class 47 bogies reduced its overall weight and allowed its use on higher speed passenger work.
The official 'handing-over-ceremony' took place at London Marylebone on 29th of January 1968. Initial trials took place on the West Coast Mainline, with Shap bank being used for a test of 24 coaches, 660 tons, with 46mph being recorded at the summit. In May Kestrel was moved to Tinsley depot (41A) and started work on coal workings from Shirebrook to Whitemoor, two round trps a day, Monday to Friday loaded to a 1,600 tons. By the end of 1968 Kestrel had completed 26,000 miles of trial running.
Following the fitting of the Class 47 bogies, Kestrel embarked on passenger work from London King's Cross, initially the 1N08 09.00 King's Cross to Newcastle and return 1A30 and later the 1N06 07.55 King's Cross to Newcastle and 1A32 return. Upon completion of these trials a return to less glamorous Mansfield - Whitemoor coal trains beckoned, based at Shirebrook depot.
Time was running out for this stylish prototype. BR's need for a single unit high-power passenger locomotive had diminished with thoughts no-doubt leaning towards the HST concept. The freight locomotive was later dealt with upon development on what was later to become the Class 56.
BR sold Kestrel to the U.S.S.R. Railways. After attention at Crewe Works she was taken to Cardiff Docks and shipped to Leningrad on July 8th, 1971.
At some point the power unit was removed for static tests but the bodyshell remained intact and was ballasted with concrete. By the early 1980's it is reported that the locomotive body was suffering from corrosion and - apparently as late as 1993 - the remains of Kestrel was scrapped. A sad end to an impressive locomotive.
Elva Badge - History
ELVA SET
www.flickr.com/photos/45676495@N05/sets/72157625425083592...
AUTOMOTIVE BADGES
www.flickr.com/photos/45676495@N05/sets/72157631048301272...
Elva was a sports and racing car manufacturing company based in Bexhill, then Hastings and Rye, East Sussex, United Kingdom. The company was founded in 1955 by Frank G. Nichols. The name comes from the French phrase elle va ("she goes")
Frank Nichols's intention was to build a low-cost sports/racing car, and a series of models were produced between 1954 and 1959. The original model, based on the CSM car built nearby in Hastings by Mike Chapman, with Standard Ten front suspension, and a Ford Anglia rear axle with an overhead-valve-conversion of a Ford 10 engine. About 25 were made from 1955 with the cylinder head devised by Malcolm Witts and Harry Weslake,
The 1956 Elva MK II works prototype was fitted with a Falcon all-enveloping fibreglass bodyshell The car was offered as standard with 1,100 c.c. Coventry-Climax engine. This went through various changes up to the Mark IV of 1958.
Elva produced a single-seater car for Formula Junior events, the FJ 100, initially supplied with a front-mounted B.M.C. 'A' series engine in a tubular steel chassis. Elva produced a rear-engined FJ car, with B.M.C. engine, at the end of the 1960 season. In 1961 "an entirely new and rather experimental Elva-Ford" FJ-car debuted at Goodwood, making fastest lap, driven by Chris Meek
Frank Nicholls moved production to Rye, Sussex where the Mk. VI was produced, making its debut at the 1961 Brands Hatch, Boxing Day meeting. On September 8, 1963, Bill Wuesthoff and Augie Pabst won the Road America 500, round 7 of the United States Road Racing Championship, at Elkhart Lake, Wisconsin driving an Elva Mk.7-Porsche.redesigned to take the 1700cc Porsche air cooled engine, and the cars successfully contested the 1964 European Hill Climb Championships.
Around 1964-1966 Elva made a very successful series of Mk 8 sports racers mostly with 1.8 litre BMW engines and some with 1.15 litre Holbay-Ford engines. The Mk8 had a longer wheelbase and wider track compared to the Mk7, which was known for difficult handling due to a 70-30 weight bias to the rear. Following the success of the McLaren in sportscar racing, Elva became involved in producing cars for sale to customers.
Later a tie-up with Elva and the Trojan Group was arranged and they took over the manufacture of the McLaren sports/racer, under the name McLaren-Elva-Oldsmobile
The Elva Courrier roadcar was introduced in 1958 Initially all the cars were exported, home market sales not starting until 1960.
After about 50 cars were made it was upgraded to the Mk II which was the same car but fitted with a proprietary curved glass windscreen, replacing the original flat-glass split type, and the larger 1600 cc MGA engine. Approximately 400 of the Mk I and II were made before production was taken over by Trojan moving the operation to Croydon and Trojan introduced a Mark 2 version in 1962 which was sold as a complete car.at £965 or in kit form
Shot at Donington Historic Festival, 6th May 2012 Ref: 84-157
This is MiG-21PF Fishbed-D '16 red' (c/n N76212318) being used as an adventure playground by the locals kids.
All we ever had to play on when I was a kid was a stripped out Ford Cortina bodyshell!
Previously part of the Central Aerodrome Museum at what was Frunze Central Airfield.
Now stored and waiting for it's fate.
Khodynka, Moscow. Russia.
11-8-2012
For all intents and purposes, this car appears to be a 1975 Holden HJ Premier.
In fact, this vehicle is an incredibly rare Mazda Roadpacer AP, a model which was an unusual marriage of Holden Premier bodyshell with Mazda rotary engine, to serve as Mazda's flagship home market model.
Seen at WOW, Nelson, New Zealand
Wolseley 18/85 Mk.II (ADO 17) (1969-72) Engine 1798cc S4 OHV Production 35,597 (all 18/85's)
Registration Number NJL 182 H (Lincolnshire - Parts of Holland)
WOLSELEY ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623738922097...
First introduced in 1964 the BMC ADO17 is the model code used by the British Motor Corporation (BMC) for a range of front wheel drive cars in the European 'D' market-segment of larger family cars, manufactured from September 1964 to 1975. The car was initially sold under the Austin marque as the Austin 1800, then by Morris as the Morris 1800, and by Wolseley as the Wolseley 18/85. Later, it was marketed with a 2.2 L engine as the Austin 2200, Morris 2200 and Wolseley Six. Informally, because of the car's exceptional width and overall appearance, these cars became widely known under the nickname Landcrab
The upmarket Wolseley 18/85 was based on the Austin 1800 and uprated with walnut facia, leather trim, individual front seats, and power steering inclusive. The Automatic versions have have facia mounted selectors.
The Mk.II from August 1968 has a restyled interior and reclining seats and a high performance S version was introduced with twin Carburettors and larger brakes. The Wolseley retained its unique rear lights. Other changes included a higher second gear and final drive ratio for the manual transmission, and conventional suspension bushes replaced the far superior roller bearings fitted to the Mark I. The compression ratio was increased and maximum power output boosted by 5 bhp to a claimed 86 bhp.
In 1969, the sills and doors from the 1800 (with Mark II exterior handles) were used on the bodyshell of the otherwise new Austin Maxi; apart from that, both models have little interchangeability.
The Mark II was replaced for 1972 by a Mark III version with the Wolseley dropped from the range
Shot at the National Memorial Arboretum, Alrewas on at the National Drive It Day, April 2011 Ref 71-283
.
Estimated : € 80.000 - 120.000
Sold for € 216.720
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Prototype set up by Jean Ragnotti
- A crucial link in the history of the rally versions of the R5 Turbo
- Fitted with extremely rare and unobtainable parts
- Fabulous restoration project
The origins of the Maxi 5 Turbo
The first works Renault 5 Turbo in 1980 was the Group 4 model. In 1983, the advent of Group B gave rise to a limited run of 20 cars, the famous ‘Tour de Corse’ series. As a result of the regulations, these had narrower rear tyres, which compromised the cars’ stability, according to Jean Ragnotti himself. In 1983, Patrick Landon, the head of Renault’s rally department, gave his agreement for work to proceed on the final evolution of Renault’s ‘pocket rocket’, the car that would be known as the Maxi 5 Turbo. The goal was to revert to wider rear tyres, but also to equip the car with the latest technological developments, including the DPV anti-lag device derived from Formula 1.
To achieve this, a limited series of 200 R5 Turbo 2 ‘type 8221’ cars were built in order to homologate 20 examples of the Maxi 5 with a slightly increased engine capacity, as the Maxi’s 1527cc engine (rather than the 1397cc engine fitted to the other R5 Turbos) would allow them to be fitted with 11.5in rear wheels.
At the end of 1984, the yellow and black Maxi prototype would be driven by Alain Serpaggi to open the Rallye du Var. Following this, in February 1985, the 20 cars required for homologation were presented to the FFSA in Dieppe ... and 10 were then immediately dismantled! Truth to tell, the rally department did not have the resources to assemble 20 cars and provide the after-sales support to all its customers. Only 10 cars were registered: 3 were delivered in kit form to Carlos Sainz, Renault Chartres and Renault’s competition department in Antony, and 7 had their identification plates removed to add to the stock of spare parts, thus explaining why more Maxis exist today than were assembled at the time!
The Maxi made its debut on the Critérium de Touraine from 8-10 March 1985. The victory of Jean Ragnotti, Renault’s works driver, on the Tour de Corse in May, ahead of its 205 T16, Manta 400, Audi Quattro and Porsche rivals, gave the two-wheel drive Maxi its finest hour. Driven by such talented rallymen as Jean Ragnotti, Didier Auriol , François Chatriot and Philippe Touren in France, and Carlos Sainz in Spain, its power and brutal performance left a lasting impression.
The end of Group B for the 1987 season saw the Maxi banned from international rallies, but brilliant amateur drivers such as Meyer, Thomasse, Roussel and Mathon continued to demonstrate the qualities of this ultimate Renault 5 Turbo to the public.
The Maxi 5 in the auction
The presence in the Renault the Originals Museum of three Maxis allows some interesting comparisons to be made with the car in the auction:
- The ‘yellow and black’ prototype, presented in September 1984 and driven by Alain Serpaggi as the opening car for the Rallye du Var, without a chassis number or identification plates;
- The ‘Philips’ Maxi, driven by Jean Ragnotti, chassis no. 702 and registration no. 9489 YB 91, with its authentic identification plates, referred to as C2 by Renault Sport;
- The ‘Diac’ Maxi, driven by François Chatriot, chassis no. 705, the genuine Diac car from the 1985 and 1986 seasons and fitted with its authentic identification plates (there is also a Maxi claiming to be no. 705 in Belgium).
It should be noted that the competition department in Antony had three Maxis, all registered and in Philips livery; like all the motorsport cars, as those involved at the time will readily admit, the exact identity of each car varied according to the event and the degree of preparation of each car!
So what is the Maxi offered here, without any identification plates or registration papers? It was made over to Renault Heritage in 1990 as the ‘Maquette (Model) 3’, but is it merely a display model?
No, since this car has been driven – indeed, it has 7000km on the clock – and had been fitted with identification plates, the drill holes for which are still present on the right front wheel arch.
The car is on its wheels, but is missing its engine and fuel tanks; it has the polyester, Kevlar and aluminium bodywork of a Maxi 5 Turbo, 15in and 16in magnesium wheels, suspension with combined spring/shock-absorber units and no anti-roll bar, and a competition wiring loom. The interior is virtually complete, with a multi-point aluminium roll cage and a location for the spare wheel on the engine cover; the dashboard is also complete, including the turbo boost gauge, but lacks the trip computer for the co-driver. It is equipped with a hydraulic handbrake and a brake balance control. The boot in the front is empty, except for the steering and the ‘works’ cut-out switch already used on the berlinettes in the 1973 WRC! Four ‘works’ brake callipers are supplied with the car.
After a meticulous examination of this Maxi, and comparing it to the other Maxis in Renault’s collection, we can draw the following conclusions:
The bodyshell is not that of a Maxi, but a Tour de Corse modified to Maxi-spec:
- First, it has had a turbocharger on the right next to the shock absorber turret, like a TdC, as marks from overheating indicate, whereas the turbocharger on the Maxi was not installed there;
- Secondly, the internal firewall has three openings let into it, whereas the Maxi only had two, as the turbocharger was relocated behind the co-driver;
- Thirdly, the steering is from an R5 Turbo TdC, and not a Maxi, and the traces of the stiffeners on the anti-roll bar are those of the TdC models and not the Maxi;
- Fourthly, the aluminium roll cage is not a Matter part, but a Ruby model specific to the TdC, all the Maxis having been equipped with Matter roll cages.
The rear strut brace (which is missing) was not that fitted to the Maxi, but rather the first TdC models, as can be seen from its mountings.
On the other hand, several items are similar to a Maxi:
The car has been fitted in the past with a complete Maxi engine, and the water injection tank on the left at the rear is still present, as is the exhaust outlet tube ahead of the right rear wheel, showing that a Maxi turbocharger was installed there.
The mounting plate for the large air filter, originally from a Renault truck, is still in place on the rear valance. It may also be noted that two oil coolers are still fitted in the left and right wings.
The car has a fuel filler on the left wing, with a small Lebozec aviation-type cap.
At present, it has the conventional windscreen wiper set-up from the R5 Turbo, which is also found on some Maxis, but the holes (now plugged) show that the Marchal wipers specific to the Maxi were fitted there.
As far as the rear suspension is concerned, it is a Maxi assembly with a specific attachment for the lower wishbones to the side members, as François Bernard has confirmed..
The front suspension is very interesting: the machine-welded hub carriers are very similar to those of a Maxi, but nonetheless different. They are not, of course, those fitted to the Tour de Corse, as these were made from cast metal.
The front wheel arches are made from polyester and are of the Maxi type.
The front strut brace is identical to those fitted to the Maxi, whereas the TdC had two smaller-diameter braces; in addition, the trapezoidal box section between the two sides of the bodyshell behind the axle, specific to the Maxi, is present.
The conduits for the UV joints (which are missing) at the rear of the chassis have been treated in the same way as on the Maxi, with a small section cut out to increase the clearance for them, and you can see the small tubular tie-rod between the side member and the shock absorber turret from the Maxi, which differs from the strengthening piece fitted to the TdC model.
Naturally, the roof and doors are made from aluminium, and there are two brake master cylinders. All the bodywork parts are those of a real Maxi, including the very specific rear bonnet fastenings.
It should be noted that there is no roof vent, as found on some Maxis.
At this stage in our research, it seems highly likely that this Turbo was in fact a development prototype for the Maxi 5 Turbo. This view is supported by the very precise recollections of the chassis engineer François Bernard regarding the car’s development. During 1983, it was decided to develop a four-wheel drive R5 Turbo, to replace the Tour de Corse. This was intended to adopt several technologies for its engine from the F1 cars, and the project was named ‘NG’ (for new generation). The engineering choices made included installing a DPV anti-lag device, water injection and a Kugelfischer pump. Given the cost of homologating a 4WD version, however, Renault's management turned to a 2WD model, which would be the fastest ever built. And therein lies the explanation for these surprising front stub axles, the centre of which had been designed to accommodate the UV joints for the front axle of the 4WD car!
In the summer of 1983, a prototype engine for the future Maxi was installed in a white Tour de Corse car. The initial tests were carried out with Jean Ragnotti at Malaucène in the Vaucluse in November 1983, and then at Le Luc in Provence. The engine was still a 1397cc unit. The prototype had a Ruby roll cage rather than a Matter one, and it had undergone the mechanical changes specified by the engine designer Philippe Coblence as well as the chassis engineer. Very quickly, this TdC/Maxi became known as the B Zero, but it kept its white livery. In addition, François Bernard confirmed that the steering was from a Tour de Corse and not a Maxi; the yellow and black prototype would be the first to have the very special steering set-up, resembling that fitted to a single-seater. When the yellow and black car appeared in autumn 1984, the B0 prototype, which had gradually been fitted with the body components characteristic of the Maxi during its career, was still used occasionally, before becoming dormant and, most likely, being stored in the third hangar at Renault Sport in Antony. In 1990 therefore, it is this prototype which is believed to have been passed on to Renault Heritage as a display model, and it was at this point that it was repainted: originally white, it took on the blue and red ‘Philips’ colours, like a copy of the Maxi C2 which won the Tour de Corse in 1985, with no attempt made, however, to mask the running gear or front boot!
It therefore appears virtually certain that the car presented here is the B0 prototype used from 1983-1984 by Jean Ragnotti to set up the definitive version of the Maxi 5 Turbo. Starting from a Tour de Corse bodyshell that had already had a previous life, the Renault Sport team applied all the specific chassis and engine features from the legendary Maxi to this car, with the exception of the steering. With its Philips livery, this prototype – which might be termed ‘ex-Ragnotti’, since it was set up by the famous and hugely popular French rally driver – is a crucial link in the history of the R5 Turbo, as it represents the passing of the baton from the TdC (20 cars built) to the Maxi (10 cars). With its numerous very rare components, it deserves to find a complete engine and to breathe in once again the heady aroma of the asphalt!
Morris introduced a new rounded unibody car in 1948, the small car was the Minor MM, mid size, the MO Oxford and the large car was the Six MS. All of a similar shape, it was said the Minor looked like a poached egg.
The 6 cylinder Morris Six MS was built from 1948-53. The car was very similar to the MO Oxford sharing the same bodyshell from the windscreen backwards. The bonnet and wheelbase was lengthened 13 inches to take the 2215 cc OHC 6 cylinder engine. The MS got a tall narrow grille whereas the Oxford's was a low and wide.
A de-luxe version was announced in 1953 with leather upholstery, a heater and over-riders on the front bumpers.
The Morris Six MS also shared its body with the more luxuriously finished Wolseley 6/80. The Wolseley's grille was flatter with a more prominent chrome surround.
Network Rail: the DMU 950001 (cars 999601 and 999600) was built in 1987 using the same bodyshell as the Class 150/1 Sprinter DMUs as track assessment unit.
Fiat 126 (1972-2000) Engine 704cc Flat Twin
Production 34673,655
Registration Number P 963 GPF (Guildford)
FIAT SET
www.flickr.com/photos/45676495@N05/sets/72157623665060711...
Designed by Sergio Sartorelli as a replacement for the Fiat 500, the 126 used a similar layout to its predecessor retained the rear engine layout and keeping the same wheelbase, but with an all new bodyshell and improved passenger safety.
The engine capacity increased from 594cc to 652cc by the end of 1977 and a claimed output of 23 bhp, though 594cc engines remained available until early 1983
In Italy, the car was produced in the plants of Cassino and Termini Imerese until 1979. By this time 1,352,912 of the cars had been produced in Italy.
Production continued in Poland, under FSM ( Fabryka Samochodów Małolitrażowych), in Bielsko-Biała and Tychy as the Polski-Fiar 126P which had began as early as 1973. At first, it was almost identical to the basic model: differences included a higher chassis, a modified grille on the back, and the front indicator lenses that were clear white in Italy, but orange in other markets. Throughout the 1980s, the 126p was continuously modified. First, it received upgraded brakes and new wheels from Italian Fiat. Hazard warning lights were added to meet new lighting requirements. In 1984, the 126 received a facelift, giving it plastic bumpers (for all versions) and a new dashboard. This model was named the Fiat 126p FL .
In 1987, the 126 BIS began production, featuring a water-cooled 704 cc engine of Polish construction. However, the original model continued to be produced for the Polish market. 22nd September 2000 – production ended after a production run of 3,318,674 units.
Diolch am 86,495,788 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 86,495,788 amazing views, every one is greatly appreciated.
Shot 29.08.2021 at Thoresby Car Show, Thoresby, Nottinghamshire Ref. 151-045
DB Schenker's class 92 number 92030 named "Ashford" in EWS two tone Railfreight Grey livery hauling 34 cargowaggons between Dollands Moor and Wembley European Freight Operations Centre on 27 January 2014. It was photographed again later by Trevor Plackett at Northampton (www.flickr.com/photos/trevor-plackett/12173930143/) with 6B41 from Wembley to Daventry. 92030 was built by Brush Traction, Loughborough in 1995.
92030 was assembled by the BRUSH Traction Company Loughborough, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.
MB55. / MB120. (M.I.)
Ford Sierra XR4i (1983-1985).
White & black, #1, GEMINI, N. COOPER dark blue, British Open Rally Championship, Tudor Webasto Manx Rally,, Shell Oils decals.
Escala 1/58.
Machbox Superfast.
Matchbox Toys Ltd.
Made in Thailand.
©1983.
Produced from 1983 to 1993.
This variation was issued in 1992-1993.
Sources:
matchbox.wikia.com/wiki/Ford_Sierra_XR4i
www.bamca.org/cgi-bin/vars.cgi?mod=MB120&var=45a
More info:
www.bamca.org/cgi-bin/single.cgi?id=MB120
www.bamca.org/cgi-bin/vars.cgi?mod=MB120
www.cfalkensteiner.com/Matchbox/Catalog/MI/MI001-200/MI12...
www.toymart.com/Matchbox-55h-Ford-Sierra-XR4i/11834
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XR4i [ Ford Sierra ]
"In 1983, the high-performance XR4i version was introduced.
It utilised the same 2.8 L Cologne engine as used in the Ford Capri 2.8 Injection of that era and sported a restyled version of the 3-door Sierra bodyshell.
The double rear spoiler and curious multi-pillared rear windows were considered over-styled by some prospective buyers, and the car never achieved the cult status of the smaller Fiesta XR2 and Escort XR3i.
A version of the XR4i with a 2.3 L turbocharged engine was sold in the United States as the Merkur XR4Ti. The XR4Ti was raced in Europe, most notably by Andy Rouse who used one to win the 1985 BTCC."
(...)
"In 1985 the XR4i was replaced by the XR4x4, which was based on the five-door hatchback, had four-wheel drive and was powered by the same 2.8 L V6 engine but wasn't equipped with the bi-plane rear spoiler.
Only a very limited number of three-door XR4x4's have been built. "
(...)
Source: en.wikipedia.org/wiki/Ford_Sierra
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Ford Sierra
From Wikipedia, the free encyclopedia
"The Ford Sierra is a mid-size car or large family car that was built by Ford Europe from 1982 to 1993.
It was designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément. The code used during development was "Project Toni"
It was named for the Spanish word for mountain range.
The Ford Sierra was first unveiled on 22 September 1982 at the British International Motor Show hosted at the NEC in Birmingham. with sales beginning on 15 October 1982, replacing the Ford Cortina. Its aerodynamic styling was ahead of its time and as such, many conservative buyers (including company car drivers) did not take fondly to the Ford Cortina's replacement.
It was mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Ireland, Argentina, Venezuela, South Africa and New Zealand."
(...)
"The Sierra was the 1983 Semperit Irish Car of the Year in Ireland, although it missed out on the European Car of the Year award to the Audi 100."
Versions:
- Ford Sierra (Mk I): Built from 1982 until 1986.
- Ford Sierra (Mk II): Built from 1987 until 1991.
- Ford Sierra (Mk II facelifted): Built from 1991 until 1993.
Source: en.wikipedia.org/wiki/Ford_Sierra
More info:
www.aronline.co.uk/blogs/cars/ford/sierra-ford/the-cars-f...
noticias.coches.com/noticias-motor/ford-sierra-un-modelo-...
Network Rail test 950001 unit built on the bodyshell of a class 150 stabled at Old Oak Common HSTD on August 11th 2010. This view shows quite clearly that even though everything painted in Network Rail bright yellow garb can be seen a mile away it still has to have the 'pale' yellow warning ends!
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
- - -
Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
Esta pequeña furgoneta Ford de Inglaterra Thames ha sido modificada con un motor Chevrolet V8 y la suspensión de un Jeep dejando la carrocería bastante original.
he Ford Thames 300E is a panel van produced by Ford of Britain from 1954 to 1961. [1] The Thames (or Thames Trader) name was given to all available sizes of commercial vehicle produced by Ford in Britain during the 1950s and until the arrival in 1965 of the UK built Ford Transit.
The 300E was introduced in July 1954, based on the Ford Anglia / Prefect 100E saloon range and it shared its bodyshell with the station wagon versions of the line. and 1172 cc sidevalve four cylinder engine with those models. Oddly, the bodyshell was optimized for use as a panel truck rather than a wagon with its two, short passenger doors and shorter overall length than the sedans. Initially produced only as a single model with 5 cwt (250 kg) carrying capacity, the range was later expanded with the introduction of Standard and Deluxe 7 cwt (350 kg) variants. All three offered the same 66-cubic-foot (1.9 m3) load volume. Production totalled 196,885 examples comprising 139,267 5 cwt, 10,056 Standard 7 cwt and 47,562 Deluxe 7 cwt units.[2]
300E production ended in April 1961 and the van's replacement, the Anglia 105E based Thames 307E, was introduced in June of the same year.
The Orange Collection
The Zoute Sale - Bonhams
Estimated : € 60.000 - 90.000
Sold for € 80.500
Zoute Grand Prix 2023
Knokke - Zoute
België - Belgium
October 2023
Launched in 2003 as successor to the DB7, the DB9 was the first model to be built at Aston Martin's new factory at Gaydon, Warwickshire. Like its predecessor, the DB9 was styled by Ian Callum, with finishing touches applied by Henrik Fisker. State-of-the-art manufacturing techniques were employed in making the aluminium/composite body, which was robotically assembled using a combination of self-piercing rivets and adhesive. Although some 25% lighter than that of the DB7, this advanced bodyshell possesses double the structural stiffness.
The DB9 was powered by a development of the 5.9-litre, 48-valve, V12 engine found in the DB7 Vantage producing 470bhp, an output sufficient to propel the aerodynamic coupé to a top speed of 306km/h (190mph) with 60mph attainable from a standing start in a neck-snapping 4.8 seconds. The aluminium engine was mounted as far back as possible in the chassis, while the transmission/final drive was positioned ahead of the rear axle, resulting in 85% of the car's mass being sited between the axles and a perfect 50/50 front/rear weight distribution. Transmission options were a six-speed manual or six-speed 'Touchtronic 2' semi-automatic.
Inside the DB9 one finds the typically elegant, luxurious and supremely comfortable hand crafted interior traditionally associated with Aston Martin, featuring primarily wood and leather trim as well as the latest in modern technology, subtly deployed. Although scheduled for a slightly higher production level than previous Aston Martins, the DB9 remained an exclusive product affordable only by a privileged few. Its price at launch was £111,000, with the Volante convertible some £14,000 more.
After a dozen-or-so years in production, the DB9 bowed out with its final edition: the DB9 GT. Introduced in 2015, the GT had a power output of 540bhp and maximum torque of 457lb/ft; acceleration times improved marginally while the DB9's top speed remained unchanged. Production ceased in 2016.
Commissioned from Aston Martin by our vendor, the DB9 offered here is one of eight different models forming the Orange Special Limited Edition Collection, all of which are finished in unique Orange No.1 paintwork. Built to Swiss specifications, the car comes with a certificate of authenticity from Aston Martin; a copy of the sales invoice; a (photocopy) Swiss Carte Grise; photocopy EC Certificate of Conformity; and a detailed list of its money-no-object specification. The DB9 has recently benefited from recommissioning by noted marque specialists Stratton Motor Company.
The most adventurous of the early UK diesel prototypes was Deltic, designed and built by English Electric (Dick Kerr) and loaned to BR for operational testing. At the time of its design, the EE company had considerable hopes in the export field, hence the fitting of a large nose headlight, but alas this was not to be. The prime mover incorporated was two D. Napier & Son 'Deltic' D18-25 opposed piston engines, each developing 1,650hp.
The bodyshell, incorporating the two 'Deltic' engines was constructed by EE at the Dick Kerr Works in Preston in early 1955, being ready for testing in October. During construction some deliberation was made over a number or name for the machine; these ranged from DP1 (Diesel Prototype 1) to Enterprise. However, when the loco emerged it carried the name given to its prime mover, Deltic. After acceptance tests Deltic was allocated to Liverpool Edge Hill depot, from where it commenced work on December 13, 1955 on Euston services. After a short time, engine problems befell the loco, which was returned to EE for attention.
During mid-1956 the loco was temporarily reallocated to Carlisle Durran shed from where trials with BR test vehicles were conducted over the arduous Settle route. By Autumn the loco was returned to Liverpool, again working on Euston services such as the "Merseyside Express" or the "Shamrock". From early 1959 Deltic was transferred to Hornsey on the ER, from where ER (GN) trials were undertaken, although not totally successfully. On one occasion the locomotive hit the platform edge at Manors near Newcastle, and on another it lost its cab footsteps at Darlington. By March 1959 high speed performance tests were carried out on the ECML, which involved operations at up to 105mph with a BR dynamometer car. Until June 1959 Deltic had always operated south of the border, but late in the month five days of testing were carried out in the Edinburgh area and over the Waverley route.
By July 1959 most testing was complete and Deltic was diagrammed for general ECML work alongside the East Coast racehorses—the A4 Pacifics. In March 1961 a serious engine failure befell Deltic and it was returned to English Electric's Vulcan Foundry and stored pending a decision on its future. A proposal was made in September 1961 to modify Deltic for operation in Canada in an attempt to attract overseas sales but the idea was not pursued. Under BR operating the locomotive had covered over 450,000 miles.
Deltic remained at Vulcan Foundry until 1963, when a decision was made to restore its bodywork and present the loco, non-operational, to the Science Museum in London, where it arrived on April 28, 1963 on the back of a road low loader. The loco remained in the Science Museum until a re-design required it to be found another home. In October 1993 Deltic was lifted from its bogies, removed from the Science Museum hall and taken by road to the National Railway Museum, York, where it was put on display.
For its entire working life on BR, the loco was painted in a distinctive powder blue livery with aluminium mouldings with yellow 'whisker' markings on the ends.
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.
1. Brands Hatch 25th May '09, 2. A1GP - Brands Hatch 2nd May '09, 3. Race Retro Show - 14th March '09, 4. Race Retro 14th March '09, 5. Lola T70 Spyder, 6. Race Retro Show - 14th March '09, 7. Mk2 Jaguar, 8. Zoooom,
9. Rockingham Stages 13th Dec '08, 10. Porsche 997 GT3 - Brands Hatch 15th Nov '08, 11. Going Home, 12. HGTCC - Brands Hatch 26th Oct '08, 13. Britcar 24Hr Pit & Paddock - Silverstone 20 & 21/09/08, 14. Britcar 24Hr Pit & Paddock - Silverstone 20 & 21/09/08, 15. Austin Mini Se7en - Brands Hatch 25th August '08, 16. Fiat 500,
17. Classics on the Common '08, 18. McLaren M23 - Masters Racing Series '07 Brands Hatch 25th May '07, 19. Lancia Stratos - Chatsworth Rally Show 8th June '08, 20. Ford Escort Estate Mkl - Classic Ford Show - Santa Pod 1st June '08, 21. Austin Healey 3000, 22. HGTCC - Brands Hatch 3rd May '08, 23. A1GP - Brands Hatch '08, 24. Ford RS200s at Ford's Test Centre in Boreham, Essex - 1987,
25. Ford Escort RS2000 Mk1 - Race Retro '08, 26. My Old 2.1 Ford Anglia & Mk1 Cooper S, 27. Hillman Imp, 28. Goodwood '97, 29. Ferrari 250 GTO, 30. Prodrive Open Day '07, 31. Morris Mini 850 Mk1 @ Brands Hatch 23rd Sept '07, 32. Aston Martin DB4 Zagato,
33. A1GP - Brands Hatch 2nd May '09, 34. A1GP Safety Car - Ferrari 599, 35. Race Retro 14th March '09, 36. Race Retro Show - 14th March '09, 37. Race Retro 14th March '09, 38. Mini Cooper S Mk1, 39. BMW M3 E30, 40. Pre '93 Touring Cars,
41. Classics on the Common '08, 42. Maserati A6G Zagato, 43. Masters Racing Series - Brands Hatch 26th May '08, 44. Ferrari 250 GTO, 45. VK Vodka Kick Girls - Chatsworth Rally Show - 8th June '08, 46. Ford Anglia - Classic Ford Show - Santa Pod 1st June '08, 47. X-Pack Ford Escort RS2000 Bodyshell, 48. Top Hat Pre '66 Saloons - Brands Hatch 26th May '08,
49. HGTCC - Brands Hatch 3rd May '08, 50. Porsche Carrera RSR, 51. Brands Hatch Rallycross GP - Late 80s, 52. Goodwood Festival of Speed '97 - Works WRC Ford Escort Cosworth, 53. Camaro Pro-Street Drag Car - Therapy, 54. Alfa Romeo 6C, 55. Gurston Down Hillclimb '90 Audi Sport Quattro SWB, 56. Richard Burns' Peugeot 206 WRC - Rally Day '06 @ Castle Combe,
57. Brands Hatch 23rd Sept '06, 58. Masters Racing Series '07 Brands Hatch 25th May '07, 59. Ford Mustang, 60. Prodrive Works Subaru WRC Cylinder Head., 61. James Bond's Vanquish, 62. Dialynx Quattro, 63. Prodrive Open Day '07, 64. Martin Schanche's Escort Xtrac Turbo,
65. Porsche 911 RSR, 66. Mercury Comet Cyclone, 67. The David Leslie Memorial Trophy, 68. Westfield, 69. A1GP Mosaic, 70. Into The Night - Brands Hatch 15th Nov '08, 71. BMW M3 E30, 72. HGTCC - Brands Hatch 26th Oct '08
Created with fd's Flickr Toys
Estimated : € 80.000 - 120.000
Sold for € 216.720
The Renault Icons
Auction - Artcurial
Renault Manufacture
Flins-sur-Seine
Aubergenville - France
December 2025
- Prototype set up by Jean Ragnotti
- A crucial link in the history of the rally versions of the R5 Turbo
- Fitted with extremely rare and unobtainable parts
- Fabulous restoration project
The origins of the Maxi 5 Turbo
The first works Renault 5 Turbo in 1980 was the Group 4 model. In 1983, the advent of Group B gave rise to a limited run of 20 cars, the famous ‘Tour de Corse’ series. As a result of the regulations, these had narrower rear tyres, which compromised the cars’ stability, according to Jean Ragnotti himself. In 1983, Patrick Landon, the head of Renault’s rally department, gave his agreement for work to proceed on the final evolution of Renault’s ‘pocket rocket’, the car that would be known as the Maxi 5 Turbo. The goal was to revert to wider rear tyres, but also to equip the car with the latest technological developments, including the DPV anti-lag device derived from Formula 1.
To achieve this, a limited series of 200 R5 Turbo 2 ‘type 8221’ cars were built in order to homologate 20 examples of the Maxi 5 with a slightly increased engine capacity, as the Maxi’s 1527cc engine (rather than the 1397cc engine fitted to the other R5 Turbos) would allow them to be fitted with 11.5in rear wheels.
At the end of 1984, the yellow and black Maxi prototype would be driven by Alain Serpaggi to open the Rallye du Var. Following this, in February 1985, the 20 cars required for homologation were presented to the FFSA in Dieppe ... and 10 were then immediately dismantled! Truth to tell, the rally department did not have the resources to assemble 20 cars and provide the after-sales support to all its customers. Only 10 cars were registered: 3 were delivered in kit form to Carlos Sainz, Renault Chartres and Renault’s competition department in Antony, and 7 had their identification plates removed to add to the stock of spare parts, thus explaining why more Maxis exist today than were assembled at the time!
The Maxi made its debut on the Critérium de Touraine from 8-10 March 1985. The victory of Jean Ragnotti, Renault’s works driver, on the Tour de Corse in May, ahead of its 205 T16, Manta 400, Audi Quattro and Porsche rivals, gave the two-wheel drive Maxi its finest hour. Driven by such talented rallymen as Jean Ragnotti, Didier Auriol , François Chatriot and Philippe Touren in France, and Carlos Sainz in Spain, its power and brutal performance left a lasting impression.
The end of Group B for the 1987 season saw the Maxi banned from international rallies, but brilliant amateur drivers such as Meyer, Thomasse, Roussel and Mathon continued to demonstrate the qualities of this ultimate Renault 5 Turbo to the public.
The Maxi 5 in the auction
The presence in the Renault the Originals Museum of three Maxis allows some interesting comparisons to be made with the car in the auction:
- The ‘yellow and black’ prototype, presented in September 1984 and driven by Alain Serpaggi as the opening car for the Rallye du Var, without a chassis number or identification plates;
- The ‘Philips’ Maxi, driven by Jean Ragnotti, chassis no. 702 and registration no. 9489 YB 91, with its authentic identification plates, referred to as C2 by Renault Sport;
- The ‘Diac’ Maxi, driven by François Chatriot, chassis no. 705, the genuine Diac car from the 1985 and 1986 seasons and fitted with its authentic identification plates (there is also a Maxi claiming to be no. 705 in Belgium).
It should be noted that the competition department in Antony had three Maxis, all registered and in Philips livery; like all the motorsport cars, as those involved at the time will readily admit, the exact identity of each car varied according to the event and the degree of preparation of each car!
So what is the Maxi offered here, without any identification plates or registration papers? It was made over to Renault Heritage in 1990 as the ‘Maquette (Model) 3’, but is it merely a display model?
No, since this car has been driven – indeed, it has 7000km on the clock – and had been fitted with identification plates, the drill holes for which are still present on the right front wheel arch.
The car is on its wheels, but is missing its engine and fuel tanks; it has the polyester, Kevlar and aluminium bodywork of a Maxi 5 Turbo, 15in and 16in magnesium wheels, suspension with combined spring/shock-absorber units and no anti-roll bar, and a competition wiring loom. The interior is virtually complete, with a multi-point aluminium roll cage and a location for the spare wheel on the engine cover; the dashboard is also complete, including the turbo boost gauge, but lacks the trip computer for the co-driver. It is equipped with a hydraulic handbrake and a brake balance control. The boot in the front is empty, except for the steering and the ‘works’ cut-out switch already used on the berlinettes in the 1973 WRC! Four ‘works’ brake callipers are supplied with the car.
After a meticulous examination of this Maxi, and comparing it to the other Maxis in Renault’s collection, we can draw the following conclusions:
The bodyshell is not that of a Maxi, but a Tour de Corse modified to Maxi-spec:
- First, it has had a turbocharger on the right next to the shock absorber turret, like a TdC, as marks from overheating indicate, whereas the turbocharger on the Maxi was not installed there;
- Secondly, the internal firewall has three openings let into it, whereas the Maxi only had two, as the turbocharger was relocated behind the co-driver;
- Thirdly, the steering is from an R5 Turbo TdC, and not a Maxi, and the traces of the stiffeners on the anti-roll bar are those of the TdC models and not the Maxi;
- Fourthly, the aluminium roll cage is not a Matter part, but a Ruby model specific to the TdC, all the Maxis having been equipped with Matter roll cages.
The rear strut brace (which is missing) was not that fitted to the Maxi, but rather the first TdC models, as can be seen from its mountings.
On the other hand, several items are similar to a Maxi:
The car has been fitted in the past with a complete Maxi engine, and the water injection tank on the left at the rear is still present, as is the exhaust outlet tube ahead of the right rear wheel, showing that a Maxi turbocharger was installed there.
The mounting plate for the large air filter, originally from a Renault truck, is still in place on the rear valance. It may also be noted that two oil coolers are still fitted in the left and right wings.
The car has a fuel filler on the left wing, with a small Lebozec aviation-type cap.
At present, it has the conventional windscreen wiper set-up from the R5 Turbo, which is also found on some Maxis, but the holes (now plugged) show that the Marchal wipers specific to the Maxi were fitted there.
As far as the rear suspension is concerned, it is a Maxi assembly with a specific attachment for the lower wishbones to the side members, as François Bernard has confirmed..
The front suspension is very interesting: the machine-welded hub carriers are very similar to those of a Maxi, but nonetheless different. They are not, of course, those fitted to the Tour de Corse, as these were made from cast metal.
The front wheel arches are made from polyester and are of the Maxi type.
The front strut brace is identical to those fitted to the Maxi, whereas the TdC had two smaller-diameter braces; in addition, the trapezoidal box section between the two sides of the bodyshell behind the axle, specific to the Maxi, is present.
The conduits for the UV joints (which are missing) at the rear of the chassis have been treated in the same way as on the Maxi, with a small section cut out to increase the clearance for them, and you can see the small tubular tie-rod between the side member and the shock absorber turret from the Maxi, which differs from the strengthening piece fitted to the TdC model.
Naturally, the roof and doors are made from aluminium, and there are two brake master cylinders. All the bodywork parts are those of a real Maxi, including the very specific rear bonnet fastenings.
It should be noted that there is no roof vent, as found on some Maxis.
At this stage in our research, it seems highly likely that this Turbo was in fact a development prototype for the Maxi 5 Turbo. This view is supported by the very precise recollections of the chassis engineer François Bernard regarding the car’s development. During 1983, it was decided to develop a four-wheel drive R5 Turbo, to replace the Tour de Corse. This was intended to adopt several technologies for its engine from the F1 cars, and the project was named ‘NG’ (for new generation). The engineering choices made included installing a DPV anti-lag device, water injection and a Kugelfischer pump. Given the cost of homologating a 4WD version, however, Renault's management turned to a 2WD model, which would be the fastest ever built. And therein lies the explanation for these surprising front stub axles, the centre of which had been designed to accommodate the UV joints for the front axle of the 4WD car!
In the summer of 1983, a prototype engine for the future Maxi was installed in a white Tour de Corse car. The initial tests were carried out with Jean Ragnotti at Malaucène in the Vaucluse in November 1983, and then at Le Luc in Provence. The engine was still a 1397cc unit. The prototype had a Ruby roll cage rather than a Matter one, and it had undergone the mechanical changes specified by the engine designer Philippe Coblence as well as the chassis engineer. Very quickly, this TdC/Maxi became known as the B Zero, but it kept its white livery. In addition, François Bernard confirmed that the steering was from a Tour de Corse and not a Maxi; the yellow and black prototype would be the first to have the very special steering set-up, resembling that fitted to a single-seater. When the yellow and black car appeared in autumn 1984, the B0 prototype, which had gradually been fitted with the body components characteristic of the Maxi during its career, was still used occasionally, before becoming dormant and, most likely, being stored in the third hangar at Renault Sport in Antony. In 1990 therefore, it is this prototype which is believed to have been passed on to Renault Heritage as a display model, and it was at this point that it was repainted: originally white, it took on the blue and red ‘Philips’ colours, like a copy of the Maxi C2 which won the Tour de Corse in 1985, with no attempt made, however, to mask the running gear or front boot!
It therefore appears virtually certain that the car presented here is the B0 prototype used from 1983-1984 by Jean Ragnotti to set up the definitive version of the Maxi 5 Turbo. Starting from a Tour de Corse bodyshell that had already had a previous life, the Renault Sport team applied all the specific chassis and engine features from the legendary Maxi to this car, with the exception of the steering. With its Philips livery, this prototype – which might be termed ‘ex-Ragnotti’, since it was set up by the famous and hugely popular French rally driver – is a crucial link in the history of the R5 Turbo, as it represents the passing of the baton from the TdC (20 cars built) to the Maxi (10 cars). With its numerous very rare components, it deserves to find a complete engine and to breathe in once again the heady aroma of the asphalt!
Porsche 911 Carrera RS (1973-74) Engine 2808cc Production 48
Registration Number now deleted, originally allocated for issue from Bedfordshire)
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The RS was built so that Porsche could enter racing formulae that demanded acertain number of road cars of the same specification were built for homologation purposes. The RS (Rennen Sport) was originally introduced with a 2687cc engine developing 210bhp with Bosch (Kugelfischer) MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and arches. 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.
n 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS (169 kW).It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg
49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).
Diolch am 79,795,372 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 79,795,372 amazing views, every one is greatly appreciated.
Shot 05.01.2020.at Bicester Heritage Centre, Bicester, Oxon 144-556
State of play at the end of my first day. Bodyshell is prepared, washed, and drying out in the airing cupboard.
Legends car racing is a style of race car sanctioned by INEX. Designed primarily to promote exciting racing and to keep costs down, the specifications are closely regulated to keep the cars similar. The bodyshells are 5/8-scale replicas of American sedans and coupess from the 1930s and 1940s, powered by a Yamaha 1200cc motorcycle engine. Total price cannot exceed $12,995. Some of these cars are driven by racers who are still to young to attain a driver's license for the street.
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)
Ford's long awaited 'droop snoot' RS 2000 was launched at the Earls Court show of October 1975. It was the most luxurious of the sporting Escorts of the time (the others being the Mexico and RS 1800), and was powered by an uprated version of the 2.0-litre OHC Pinto unit employed in the Capri, Cortina and Granada - a four-into-two exhaust manifold coupled to a big bore exhaust system raising its output to 110bhp. This was sufficient to help sprint the Escort to 60mph in 8.5 secs and on to a top speed of almost 110mph. The stiff, but very effective, suspension included radius arms on the rear, and the foam-filled plastic snout and flexible rear spoiler were said to give a significant reduction in drag.
'MPY 568P' can be regarded as a homage to / recreation of Ari Vatanen's Group 1 Avon Tour of Britain car and was built by Mike Jordan of BTCC and GT racing team Eurotech for his own use. It was based on the concours bodyshell of a 1976 RS 2000 Custom, complete with welded bespoke roll cage, Dave Brooks ultimate Group 1 specification Pinto engine with German camshaft, twin downdraught Webers and special hi-torque exhaust manifold. The unit drives through a Quaife Pro gearbox, and on to a baby Altlas axle fitted with Ford Motorsport limited slip differential. The car currently wears a composite bonnet and boot, but the originals are available to allow FIA compliancy. The seats are said to be top quality Sparcos with matching head restraints and there is a Coralbra trip meter.
DB Schenker's class 92 number 92029 named "Dante" hauls 42 Cargowaggons from Dollands Moor Sidings to Wembley European Freight Operations Centre on 17 January 2014. It was also photographed later in the day at Northampton (www.flickr.com/photos/trevor-plackett/11999887186/) with 6b41 wembley-daventry and 6a42 return. 92029 was also photographed on the same line on 7 January 2014 with a Dollands Moor Sidings to Scunthorpe Redbourne sidings service (www.flickr.com/photos/99279135@N05/11816004655/in/photoli...).
92029 was assembled by the BRUSH Traction Company Loughborough, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.
After a couple of weeks of Tractor action on the Nukes it was time for the GMs to play out today. Now when I say GMs I mean 'Genetically Modified' as opposed to 'General Motors'. Even though the locomotives have power units by the latter named source, the 57s are Class 47 bodyshells that were re-enginered by Brush Traction in the late 90s for Feightliner.
DRS quite happily purchased a number of these machines when Freightliner were finished with them and a pairing is seen here on 6K73 Sellafield - Crewe Nuclear Flasks.
Leading is 57008, named 'Telford International Railfreight Park June 2009' and is based on the former 47060. Behind is 57009 which in a previous life masqueraded as 47079. The ensamble swoosh through Winwick bang on time bound for Crewe on Saturday 9th April 2011.
Citroen 2CV6 Special Barbour 4x4 l (1981-88) Engine 602cc HO2 OHV Production 3,872,600 (all 2CV)
Registration Number A 489 WGF
CITROEN SET
www.flickr.com/photos/45676495@N05/sets/72157623776731490...
This 2CV is fitted with a Louis Barbour 4x4 wheel drive system. Engineered by Louis Barbour, Yeovil, Somerset the conversion kits are hand built in the Barbour workshops, the kit includes increased ground clearance from the high strength custom built galvanised chassis The kits are presented as a rolling chassis designed especially for the four wheel drive system. They are fitted up with transfer box, rear diff, arms and petrol tank ready to accept the 2cv/Dyane bodyshell and engine of the customers choice Various optional extras, such as difflocks, 652cc engine conversion and low ratio gearboxes are available at extra cost.
Available as the complete kit, or as a complete vehicle.
Thanks for 16.6 Million views
Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-116
The GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork by Zagato of Milan. The model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and aluminium doorskins (on the earlier 1300 JZ's).
The 1300 JZ was not specifically intended for racing and did not see much use in competition. The 1300 JZ was first seen in public at the Turin Motor Show of 1969. In total 1117 units were constructed of which 2 were destroyed during production because the bodyshells were not within specification. The 1300 was based on the floorpan, driveline and suspension of the 1300 Spider. However, the floorpan was shortened behind the rear wheels to fit the bodyshell and an Alfa Montreal fueltank was fitted. The last 1300 Junior Zagato was produced in 1972 although in 1974 2 more cars were built according to the records.
(Wikipedia)
- - -
Der Alfa Romeo Junior Zagato, ein zweitüriges, sportliches Fließheck Sportcoupé, wurde von 1969 bis 1975 produziert. Der Entwurf des Fahrzeug stammte von Ercole Spada, dem Entwicklungsleiter der Karosseriefirma Zagato. Hergestellt wurde die Karosserie bei Zagato, dort erfolgte auch die Endmontage. Die Technik stammte im Wesentlichen von der Alfa Romeo Giulia.
Die erste Serie mit der Bezeichnung GT 1300 (Typ 105.93) wurde bis 1972 mit einer Stückzahl von 1.108 Exemplaren gebaut.
(Wikipedia)
American Speedfest, held on the Brands Hatch Indy circuit on Sunday 9th June 2013
The sprit of the Southern States of American has arrived at Brands Hatch this weekend, bringing the big authentic V8 soundtrack if not the Southern temperatures. A huge crowd had assembled in a rather cold corner of Kent, to sample the true American experience complete with the sizzling aroma of the B-B-Q competition, the rocking sound of the live Elvis tribute band and the Daytona atmosphere of the recreated Victory Lane.
The US theme continued on the track with racing from almongst others, the Pick-Up truck series, Legend cars and the headline action from the NASCAR Eurocar series. Most of the races were close affairs, however the Pick-Up trucks managed to go one better and actually recreate the frenetic massed pack racing, with contact aplenty, so reminiscent of the Daytona restrictor plate races.
The Southbank and all along "Route 66" otherwise known as Colin Chapman Way, was completed filled by a massive display of American cars. I had never realised that there were so many American cars in the UK and of the sheer variety of different models of Mustangs, Corvettes and Chevys. The Americans have made some very impressive muscle cars over the last 50-years.
The main race for the NASCAR Eurocar series was proceeded by a massively attended Grid Walk with the drivers introduced to the crowd. The field is made up of various continental drivers with a large French contingent. The cars are a standard silhouette tubular platforms with a lightweight cladded bodyshells from Ford, Chevrolet and Dodge. Powered by a traditional 400bhp V8 Chevy 6-litre engine with large slick tyres. These simple vehicles are very quick in a straight line and very exciting around the corners.
We then had the US national amthem before the Vice President of NASCAR gave the famous instruction for "Drivers start your engines" The rumble of 8V powered Eurocars echoed around the Indy circuit as the cars made their way around behind the Chevy Camero safety car, before gunning the engines to maximum as the two by two rolling grid passed over the stripe. The racing progressed in a highly competitive, very robust manner with the cars slowly divesting themselves of various body panels around the track.
One of the highlights was the afternoon demonstration runs for genuine US NASCAR cars, including a 2009 Chevrolet Impala Sprint Cup Car painted up in Jeff Gordon's famous no24 livery, a 2010 Dodge Charger Nationwide Series car once driven by Kasey Kahne and a replica of the legendary 1970 Plymouth Superbird Cup car once driven to multiple victory by the great Richard Petty.
The festival appeared to be a great success with what must have been a larger than expected euthurasic crowd, which weren't put off by the unusally cold and dull June weather.
395 009 Rebecca Adlington (Left)
395 022 (Right)
at St Pancras Station
British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.
The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.
The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).
During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.
An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.
A twenty-ninth train was later added to the agreement in order to provide additional capacity.
The first train was delivered from Japan to Southampton Docks on 23 August 2007.
It was then hauled to Ashford in Kent for acceptance testing by Serco.
Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.
The final unit arrived in Southampton on 17 August 2009.
The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.
A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.
As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.
The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.
They are owned by HSBC Rail, and leased by Southeastern.
The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.
They are designed as true high-speed trains, capable of 225 km/h.
The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.
The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.
The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.
The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.
The 6-car trainsets consist of
2 Driving trailer cars each of length 20.65 metres (67.7 ft)
4 Standard motor cars of length 20.0 metres (65.6 ft)
In total the train is 121.8 metres (400 ft) long over the couplings.
The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.
The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.
The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.
The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.
Unusually for a high speed passenger train, there is no first class accommodation.
The GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork by Zagato of Milan. The model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and aluminium doorskins (on the earlier 1300 JZ's).
The 1300 JZ was not specifically intended for racing and did not see much use in competition. The 1300 JZ was first seen in public at the Turin Motor Show of 1969. In total 1117 units were constructed of which 2 were destroyed during production because the bodyshells were not within specification. The 1300 was based on the floorpan, driveline and suspension of the 1300 Spider. However, the floorpan was shortened behind the rear wheels to fit the bodyshell and an Alfa Montreal fueltank was fitted. The last 1300 Junior Zagato was produced in 1972 although in 1974 2 more cars were built according to the records.
(Wikipedia)
- - -
Der Alfa Romeo Junior Zagato, ein zweitüriges, sportliches Fließheck Sportcoupé, wurde von 1969 bis 1975 produziert. Der Entwurf des Fahrzeug stammte von Ercole Spada, dem Entwicklungsleiter der Karosseriefirma Zagato. Hergestellt wurde die Karosserie bei Zagato, dort erfolgte auch die Endmontage. Die Technik stammte im Wesentlichen von der Alfa Romeo Giulia.
Die erste Serie mit der Bezeichnung GT 1300 (Typ 105.93) wurde bis 1972 mit einer Stückzahl von 1.108 Exemplaren gebaut.
(Wikipedia)
A true household icon, the Triumph Dolomite brought an end to years of ongoing automotive development, and would turn out to be the last traditional Triumph Saloon car before British Leyland destroyed the company.
The Dolomite was, as mentioned, part of an ongoing development scheme that began in 1965 with the Triumph 1300. The scheme was named Project Ajax, and was done to develop a selection of small family saloon cars to replace the Triumph Herald. All of the cars in this range were designed by Giovanni Michelotti, and were powered by a selection of small Triumph engines, ranging from the original 1,296cc to the later 1,493cc powerplant. Triumph were however dissatisfied with the market performance of the 1300; although it had been moderately successful, the higher price and greater complexity meant sales never reached the levels of the simpler and cheaper Herald which preceded it. In an attempt to improve matters, the car was comprehensively re-engineered. Launched in September 1970, the Triumph Toledo was a cheaper and more basic variant of the 1300, but with conventional rear-wheel drive. This new model was assembled alongside the now larger-engined front-wheel drive version (the Triumph 1500) which was launched at the same time as the Toledo.
The Dolomite was a combination of all things implemented on previous Project Ajax creations, a culmination of design methods to create a more upmarket and sporty car. The Dolomite made its debut at the 1971 London Motor Show, but wouldn't go into production for over a year due to strikes at the plant. The Dolomite comprised of a longer bodyshell than the previous 1500, although much of its running gear and rear-wheel drive transmission was carried over from the Toledo. Engines started with a Slant-4 1,854cc engine producing 91hp. Performance was a top speed of 100mph and a 0-60 of 11 seconds. An overdrive gearbox was also made available for fuel economy and relaxed motorway cruising.
The variant that's remembered the most though is the Dolomite Sprint, or more commonly known as the Dolly Sprint. The Sprint was built to compete with the likes of the BMW 2002, and was fitted with a 1,998cc engine with higher capacity carburettors producing 127hp, although it was originally desired to give the car at least 135hp. British Leyland however were able to get 150hp out of a test engine, but the industrial disputes and lack of quality meant that eventually only 125 to 130hp could be a realistic option. The result was a performance of 119mph, and a 0-60 of 8.4 seconds. The original price of the Sprint upon its launch in 1973 was £1,740 (£20,534 today), which put it in good price competitiveness with other cars of similar size.
However, the industrial relations disputes and continued poor quality meant that the Dolly and the Dolly Sprint both suffered heavily in the sales. Between 1972/73 and 1980, only 79,010 Dolomites and 22,941 Dolomite Sprints were built. Attempts at rationalising the range began in 1976, setting the Dolomite Sprint as the top of the range performance model, and the Dolomite 1850HL/1500HL as the luxury versions. This was done to replace the Toledo, which ended production the same year with 113,000 built. Changes as part of rationalisation were minor at best, and even the luxury models suffered heavily at the hands of poor quality. It was rumoured that British Leyland were so ham-fisted with their approach that the wood veneer inside the luxury versions was in fact made up of old floorboards from abandoned houses in the West Midlands, and there'd be every chance you'd get a splinter off them!
Sadly the poor old Dolomite's story had to come to a close, and in 1980 following falling sales, the car was replaced by the Triumph Acclaim, a badge engineered version of the Honda Ballade. Although these cars were initially malaigned for their fragile nature, today they're very much modern day cult cars with quite a strong following. Most people consider the Dolly and the Dolly Sprint the last true Triumphs before the Acclaim changed the game, but sadly the fragile nature of the Dolly's means that only about 1,300 of them are left, with only 300 to 400 Sprints.
The Dolly Sprint however did return to the frontline in 2008 as part of Top Gear's British Leyland challenge, being driven by Richard Hammond. Sadly the poor Dolly didn't fare well against James' Princess 2200, but certainly got away better than Jeremy's Rover SD1!
395 018
British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.
The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.
The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).
During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.
An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.
A twenty-ninth train was later added to the agreement in order to provide additional capacity.
The first train was delivered from Japan to Southampton Docks on 23 August 2007.
It was then hauled to Ashford in Kent for acceptance testing by Serco.
Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.
The final unit arrived in Southampton on 17 August 2009.
The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.
A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.
As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.
The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.
They are owned by HSBC Rail, and leased by Southeastern.
The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.
They are designed as true high-speed trains, capable of 225 km/h.
The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.
The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.
The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.
The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.
The 6-car trainsets consist of
2 Driving trailer cars each of length 20.65 metres (67.7 ft)
4 Standard motor cars of length 20.0 metres (65.6 ft)
In total the train is 121.8 metres (400 ft) long over the couplings.
The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.
The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.
The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.
The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.
Unusually for a high speed passenger train, there is no first class accommodation.
"OI Get yer hands off my train" said the lady that cleans them, my wife took no notice and posed with 395 002 Sebastian Coe
British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.
The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.
The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).
During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.
An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.
A twenty-ninth train was later added to the agreement in order to provide additional capacity.
The first train was delivered from Japan to Southampton Docks on 23 August 2007.
It was then hauled to Ashford in Kent for acceptance testing by Serco.
Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.
The final unit arrived in Southampton on 17 August 2009.
The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.
A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.
As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.
The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.
They are owned by HSBC Rail, and leased by Southeastern.
The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.
They are designed as true high-speed trains, capable of 225 km/h.
The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.
The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.
The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.
The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.
The 6-car trainsets consist of
2 Driving trailer cars each of length 20.65 metres (67.7 ft)
4 Standard motor cars of length 20.0 metres (65.6 ft)
In total the train is 121.8 metres (400 ft) long over the couplings.
The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.
The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.
The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.
The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.
Unusually for a high speed passenger train, there is no first class accommodation.
1. HGTCC - Brands Hatch 3rd May '08, 2. HGTCC - Brands Hatch 3rd May '08, 3. HGTCC - Brands Hatch 3rd May '08, 4. Camaro Pro-Street Drag Car - Therapy, 5. Hillman Imp, 6. Goodwood '97, 7. Gurston Down Hillclimb '90 - Audi Sport Quattro SWB, 8. BMW M3 E30,
9. Classics on the Common '08, 10. Classics on the Common '08, 11. Coke Cans, 12. Ford Anglia - Classic Ford Show - Santa Pod 1st June '08, 13. X-Pack Ford Escort RS2000 Bodyshell, 14. Top Hat Pre '66 Saloons - Brands Hatch 26th May '08, 15. Prescott Speed Hillclimb '90 - MGB V8, 16. Goodwood Festival of Speed '97 - Works WRC Ford Escort Cosworth,
17. Camaro Pro-Street Drag Car - Therapy, 18. Alfa Romeo 6C, 19. Gurston Down Hillclimb '90 - Audi Sport Quattro SWB, 20. Brands Hatch 23rd Sept '06, 21. Masters Racing Series '07 Brands Hatch 25th May '07, 22. Silk Cut Jaguar XJR11 V6 Twin Turbo, 23. Ford Mustang, 24. Prodrive Open Day '07,
25. James Bond's Vanquish, 26. Brands Hatch 23rd Sept '07, 27. Feisty, 28. Rockingham Stages 13th Dec '08, 29. Night Racing - Brands Hatch 15th Nov '08, 30. Into The Night - Brands Hatch 15th Nov '08, 31. Porsche 911 RSR, 32. Brands Hatch 26th Oct '08,
33. Brands Hatch 25/08/08, 34. HGTCC - Brands Hatch 3rd May '08, 35. Britcar - Brands Hatch 3rd May '08, 36. Absolut Vodka - Raspberri, 37. Lydden Hill Rallycross - Late 80s, 38. Mini at North Weald sprint - Late 80s, 39. Renault 5 Turbo 2, 40. MG Metro 6R4 - Race Retro '08,
41. Hillman Imp, 42. Maguire Mini @ Gurston Down Hillclimb '90, 43. Modified Production Saloons - Mallory Park '90, 44. Lydden Hill International Rallycross '87, 45. Rally Day '06 @ Castle Combe, 46. Porsche Carrera Cup, 47. TVR V8 powered Mk1 Ford Escort, 48. Rally Day '07 - Castle Combe,
49. Ferrari 430 GT3 - Brands Hatch 15th Nov '08, 50. Going Home, 51. No.176 - The Official Starting Grid Pool, 52. Masters Racing Series - Brands Hatch 26th May '08, 53. Rally Day '07 - Castle Combe, 54. Classic Ford Show - Santa Pod 1st June '08, 55. Masters Racing Series - Brands Hatch 26th May '08, 56. March 761 - Masters Racing Series - Brands Hatch 26th May '08,
57. Masters Racing Series - Brands Hatch 26th May '08, 58. My old 6R4 - G610HFV, 59. HGTCC - Brands Hatch 3rd May '08, 60. Britcar - Brands Hatch 3rd May '08, 61. Britcar - Brands Hatch 3rd May '08, 62. Absolut Vodka - Citron, 63. Porsche RSR - Silverstone 1987, 64. Goodwood Festival of Speed '97 - Ferrari P4,
65. Ford Capri - Race Retro '08, 66. Lydden Hill International Rallycross '87, 67. Prescott Hillclimb - '88, 68. GMW862D, 69. Rally Day '06 @ Castle Combe, 70. Audi Sport Quattro., 71. Brands Hatch 23rd Sept '06, 72. Aston Martin
Created with fd's Flickr Toys.
Happy ‘May the 4th’!
For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.
One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.
The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.
As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.
One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.
This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars
First registered in 11/1972, this smart Cortina was rebuilt from a bodyshell by it's owner. It is seen here at Shore Road, Birkenhead, when attending the Wirral Bus & Tram Show, on 06/10/2019. © Peter Steel 2019.
Bremen Classic Motorshow 2015 - Around 65 units have been built. The chassis is an own construction, although mechanical parts have been taken from the Golf II Syncro. The bodyshell is from a Golf I Convertible while headlights are from a FIAT Panda.
Cowley factory British Leyland 1971. Production of Morris Marina bodyshells.
Collection: British Leyland
Date: 1971
Reference Number: Cowley-MorrisMarinabodyshells-1971
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/.
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 25:04:2012 Chasewater Transport Show, Chasewater, Brownhills, Staffordshire. Ref: 84-060
Southern California Regional Rail Authority formally unveiled its first F125 diesel locomotive at Los Angeles Union Station on July 18th 2016.
As launch customer for EMD’s Tier 4-compliant passenger locomotive, the agency has ordered 40 F125s from the Progress Rail subsidiary at a total cost of around $280m. The majority of the locos are expected to be delivered by mid-2017.
Part-funded by grants from the South Coast Air Quality Management District, the new low-emission locomotives are intended to replace the 1990s-built F59PH and F59Phi locomotives currently powering most Metrolink commuter trains. According to EMD, the F125 is the cleanest diesel locomotive in the USA, in terms of reduced particulate matter and NOx emissions. Exhaust gas recycling and urea-based selective catalytic reduction are expected to reduce emissions by around 85% compared to older commuter rail locomotives.
The F125 is 21 m long and 4 445 mm high, fitting the Amtrak D-05-1355 clearance gauge which would permit it to operate in the Northeast Corridor. The full-width, monocoque, bodyshell incorporating crash energy management was manufactured in Spain by Vossloh Rail Vehicles, now part of Stadler Rail. Total weight in working order is 127 tonnes.
The four-axle locomotive rides on fabricated high speed bogies designed for 200 km/h operation. It is powered by a 20-cylinder turbocharged Caterpillar C175 four-stroke engine rated at 4 700 hp at 1 800 rev/min. Starting tractive effort is 315 kN.
The AC traction motors have individual axle control and extended-range dynamic braking, which is blended with the traditional airbrakes. This configuration permits a degree of regenerative braking to supply head-end power for the train lighting and other electrical requirements, under a process described by EMD as ‘dynamic brake energy recovery’.
Railway Gazette
MB55. / MB120. (M.I.)
Ford Sierra XR4i (1983-1985).
White & black, #1, GEMINI, N. COOPER dark blue, British Open Rally Championship, Tudor Webasto Manx Rally,, Shell Oils decals.
Escala 1/58.
Machbox Superfast.
Matchbox Toys Ltd.
Made in Thailand.
©1983.
Produced from 1983 to 1993.
This variation was issued in 1992-1993.
Sources:
matchbox.wikia.com/wiki/Ford_Sierra_XR4i
www.bamca.org/cgi-bin/vars.cgi?mod=MB120&var=45a
More info:
www.bamca.org/cgi-bin/single.cgi?id=MB120
www.bamca.org/cgi-bin/vars.cgi?mod=MB120
www.cfalkensteiner.com/Matchbox/Catalog/MI/MI001-200/MI12...
www.toymart.com/Matchbox-55h-Ford-Sierra-XR4i/11834
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XR4i [ Ford Sierra ]
"In 1983, the high-performance XR4i version was introduced.
It utilised the same 2.8 L Cologne engine as used in the Ford Capri 2.8 Injection of that era and sported a restyled version of the 3-door Sierra bodyshell.
The double rear spoiler and curious multi-pillared rear windows were considered over-styled by some prospective buyers, and the car never achieved the cult status of the smaller Fiesta XR2 and Escort XR3i.
A version of the XR4i with a 2.3 L turbocharged engine was sold in the United States as the Merkur XR4Ti. The XR4Ti was raced in Europe, most notably by Andy Rouse who used one to win the 1985 BTCC."
(...)
"In 1985 the XR4i was replaced by the XR4x4, which was based on the five-door hatchback, had four-wheel drive and was powered by the same 2.8 L V6 engine but wasn't equipped with the bi-plane rear spoiler.
Only a very limited number of three-door XR4x4's have been built. "
(...)
Source: en.wikipedia.org/wiki/Ford_Sierra
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Ford Sierra
From Wikipedia, the free encyclopedia
"The Ford Sierra is a mid-size car or large family car that was built by Ford Europe from 1982 to 1993.
It was designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément. The code used during development was "Project Toni"
It was named for the Spanish word for mountain range.
The Ford Sierra was first unveiled on 22 September 1982 at the British International Motor Show hosted at the NEC in Birmingham. with sales beginning on 15 October 1982, replacing the Ford Cortina. Its aerodynamic styling was ahead of its time and as such, many conservative buyers (including company car drivers) did not take fondly to the Ford Cortina's replacement.
It was mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Ireland, Argentina, Venezuela, South Africa and New Zealand."
(...)
"The Sierra was the 1983 Semperit Irish Car of the Year in Ireland, although it missed out on the European Car of the Year award to the Audi 100."
Versions:
- Ford Sierra (Mk I): Built from 1982 until 1986.
- Ford Sierra (Mk II): Built from 1987 until 1991.
- Ford Sierra (Mk II facelifted): Built from 1991 until 1993.
Source: en.wikipedia.org/wiki/Ford_Sierra
More info:
www.aronline.co.uk/blogs/cars/ford/sierra-ford/the-cars-f...
noticias.coches.com/noticias-motor/ford-sierra-un-modelo-...
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
- - -
Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
Porsche 911 Carrera RS (1973-74) Engine 2687cc HO6 OC Production 1580
*Registration Number 73 HA
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Carrera name was reintroduced to in 1973, originally applied to the 356 Carrera and in turn came from Porsche class victories in the Carrera Panamerica races accross Central America in the 1950's. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210bhp. With revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wheel arches. In RS Touring form it weighed 1075 kg, in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be required to qualify for FIA Group 4 Class.
49 Carrera RS cars were built with 2808 cc engines
In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price.
This looks every inch the genuinue article, but the DVLA has its first registered date as 08:04:1986.
Many Thanks for a fan'dabi'dozi 27,597,200 views
Shot 27:07:2014 at Silverstone Historic Festival REF: 103-262
The original Rover 200 (sometimes referred to by the codename SD3) was the replacement for the earlier Triumph Acclaim, and was the second product of the alliance between British Leyland (BL) and Honda. Only available as a four-door saloon, the 200 series was intended to be more upmarket than the company's Maestro and Montego models, which the 200 Series came in between in terms of size. It was launched on 19 June 1984, at which time there was still a high demand for small family saloons, with many manufacturers selling this type of car under a different nameplate to similar-sized hatchbacks. For example, Ford was selling the saloon version of the Escort as the Orion, the saloon version of the Volkswagen Golf was called the Jetta, and Vauxhall would soon launch an Astra-based saloon called the Belmont. The Rover 200 Series, however, was not based on a hatchback.
Essentially, the 200 series was a British-built Honda Ballade, the original design of which had been collaborated upon by both companies. Engines employed were either the Honda Civic derived E series 'EV2' 71 PS (52 kW; 70 bhp) 1.3 litre 12 valve engine, or BL's own S-Series engine in 1.6 litre format (both in 86 PS (63 kW; 85 bhp) carburettor and 103 PS (76 kW; 102 bhp) Lucas EFi form). The resulting cars were badged as either Rover 213 or Rover 216.
The 213 used either a Honda five-speed manual gearbox or a Honda three-speed automatic transmission. The British-engined 216 also employed a Honda five-speed manual gearbox, unlike the S-Series engine when fitted in the Maestro and Montego. There was also the option of a German ZF four-speed automatic on some 216 models as well.
The Honda-badged version was the first Honda car to be built in the United Kingdom (the Honda equivalent of the 200 Series' predecessor, the Triumph Acclaim, was never sold in the UK). Ballade bodyshells, and later complete cars, were made in the Longbridge plant alongside the Rover equivalent, with the Ballade models then going to Honda's new Swindon plant for quality-control checks.
This model of car is well known as Richard and Hyacinth Bucket's car in the BBC Television sitcom Keeping up Appearances (1990–1995). A blue 213 model was also used in the Series 2 episode "Think Fast, Father Ted" of comedy series Father Ted.
Giulia Sprint GTA (1965–1969)[edit]
Tipo: 105.32 (Alfa Romeo), 105.02/A (IGM homologation), 105.34 (right hand drive).
Engine: 00502/A or 00532/A (identical save for no. prefix.).
Giulia Sprint GTA, factory standard
The Alfa Romeo GTA retained the external form of the Giulia Sprint GT, but was constructed with aluminum external panels replacing the standard steel panels. The 'A' stood for "Alleggerita", Italian for "lightened". The engine was based on that of the standard 1600 cc car with a new, twin-plug head and Weber 45DCOE carburettors. The sump, camshaft cover, timing cover and clutch housing were in lightweight magnesium alloy instead of the standard aluminium alloy. Many other measures were also taken to lighten the car, and tune it for racing. All GTA's had the lower rear wheelarches as fitted to the Giulia Sprint GT's and GTV's, and very early GT 1300 Juniors. The GTA was available from the factory as a high-performance car for the road or racing. Unmodified cars in factory trim have come to be known as "GTA Stradale" but few were sold in this form. Most customers were racers and had them further modified and tuned before delivery by Autodelta, which had become a wholly owned Alfa Romeo subsidiary running its competition department.
GTA 1300 Junior (1968–1975)[edit]
Tipo: 105.59. Engine: 00559.
The Alfa Romeo GTA 1300 Junior (Tipo 105.59) was based on the early step-front GT 1300 Junior, incorporating the same modifications as the GTA. Its engine was not based on the standard 1300 cc motor but was instead based on the 1600cc GTA engine with the same bore but a shorter stroke (67.5 instead of 82 mm). Unlike the GTA, the GTA 1300 Junior featured the higher rear wheelarches as first seen on the GT 1300 Junior and later adopted for the 1750 GTV. Once again the GTA 1300 Junior was available as a standard car from Alfa Romeo, but most were modified by Autodelta for racing before delivery. Production of the GTAJ continued through 1975.[23]
GTAm[edit]
Alfa Romeo GTAm
The Alfa Romeo 1750 GTAm (later called 2000 GTAm when the 2000 GTV was introduced) appeared in 1969. Unlike the Giulia Sprint GTA and GTA 1300 Junior, The GTAm was not built by Alfa Romeo, was never available from the factory and was never issued its own Tipo number. There have been two schools of thought about the origin of the "Am" moniker, one explaining Am as standing for "Alleggerita maggiorata" (Italian: lightened enlarged, referring to the lightened body and enlarged cylinder capacity) and the other as standing for "America". Marco Fazio of the Alfa Romeo Documentazione Storico confirmed on the Spettacolo Sportivo in September 2011 that "America" is the official type name.
The GTAm was initially built by Autodelta and was based on the US version of the 1750 GTV (Tipo 105.51) which was fitted with a SPICA mechanical fuel injection system to meet US emissions regulations. The GTAm used the extra full-throttle power which the injection system could develop for racing. Some GTAm's were converted from European-spec carburettor-induction 1750 GTV's (Tipo 105.44) and retrofitted with the injection system. The chassis are therefore numbered randomly from the ranges assigned to Tipo 105.51 and Tipo 105.44 cars (the chassis numbers do not start with 105.51 or 105.44; the chassis numbers were separate from the Tipo numbers in the 105 and 115 series Alfas). The customer had to either buy a 1750 GTV at the factory or use an existing car. The car would be shipped to Autodelta to be converted to a GTAm (which was available in various levels of tune to suit various rules and classes of competition).
Besides the cars built by Autodelta, some racing teams and private workshops ordered parts from Autodelta and other tuners and assembled the cars themselves on a new or existing bodyshell. Because of this, and of the lack of a specific chassis number series, the total number of GTAm's built is difficult to verify. According to sources, a total of some 40 were built by Autodelta and other racing workshops.
As in the GTA and GTA 1300 Junior, the engine had a special cylinder head with twin spark plugs per cylinder in contrast to the standard car's single plugs, but this time the head was to a new design having a much smaller included angle between the valves than in previous Alfa engines. The original 1750 engine block was used, and by inserting a monosleeve instead of four individual cylinder liners, the capacity was enlarged from the standard 1779 cc to 1985 cc and later to 1999 cc. The GTAm (1969–1971) could produce up to 240 PS (177 kW; 237 hp).
Unlike the GTA and GTA Junior, in which all the outer body panels were made of aluminium alloy instead of the standard car's steel, the GTAm retained the standard steel body modified with some aluminium and/or plastic parts. Because of an increased minimum weight in 1971 (up from 920 to 940 kg), the GTAm's had less need for lightweight body parts.
For a clearer understanding of how the GTAm was built you need to check the competition rules in the period the GTAm raced, i.e. the FIA rules for 1970/71/72 plus homologation FIA 1576 Group 2 document. The twin spark engine for the GTAm was first homologated using FIA 1576 G2 variation 3/2V 1st Jan 1970. In 1972 FIA rules changed and the GTAm could not race with aluminum doors and boot lid in FIA events.[24]