The Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars (E-segment) produced by Italian car manufacturer Alfa Romeo from 1968 to 1977. Berlina is the Italian term for a saloon car. Both cars had Alfa Romeo twin cam inline-four engines; the 1.8-litre 1750 Berlina was made between 1968 and 1971, when it was phased out in favour of the improved 2.0-litre 2000 Berlina.

The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 was meant to top the saloon range, above the 1300 and 1600 cc versions of the Giulia. In the United States, however, the Giulia saloon ceased to be available and was entirely replaced by the 1750 Berlina. The 1750 entered full production in South Africa in early 1969, later complemented by the 2000.

In contrast to the Giulia, the 1750s had reworked bodywork and bigger engine, shared many parts with other concurrent models in the Alfa Romeo range, but sold many fewer units during their production span.

The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle's distinctive creases were smoothed out, and there were significant changes to the trim details. The car's taillights were later used on the De Tomaso Longchamp.

The Alfa Romeo 2000 Berlina was produced by Alfa Romeo between 1971 and 1977. The engine was bored and stroked out to 1,962 cc. A different grill distinguishes 2000 from 1750. Also, external lights were different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750.[8] With two carburetors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS (97 kW; 130 hp). Top speed was 190 km/h (118 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. Gearbox was 5-speed manual (also 3-speed automatic on some versions).

Ford Thames 300E Van (1954-61) Engine 1172cc S4 SV Production 196885 (comprising 139,267 5 cwt, 10,056 Standard 7 cwt and 47,562 Deluxe 7 cwt units.)

Registration Number BAS 810

FORD UK SET

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

The 300E was introduced in 1954, based on the Ford Anglia and Prefect 100E saloon cars. It shared its bodyshell and 1172 cc sidevalve four-cylinder engine with the estate car versions of the line with shorter doors and a smaller overall length than thw Saloon. Initially only produced with a 5cwt (250kg) carrying capacity, the range was increased with the addition of Standard and Deluxe 7cwt (350kg) variants. All three offered the same 66-cubic-foot (1.9 m3) load volume.

Shot 25:04:2012 Chasewater Transport Show, Chasewater, Brownhills, Staffordshire. Ref: 84-051

The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.

Models were again arranged 150, 210 and Bel Air. The Bel Air Convertible shown here matched the only ope-top bodystyle with top-specification trim. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.

A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.

Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.

Nissan 100NX (1991-96) Engine 1597cc S4

Registration Number N 935 WKL

NISSAN SET

www.flickr.com/photos/45676495@N05/sets/72157623814850528...

The Nissan NX was essentially a B13 platform Nissan Sunny with a different bodyshell in Europe the 100NX came with two engine options, a 1.6 L and a 2.0 L

With the a normally aspirated 90bhp 1.6 litre engine from 1990-93 being replaced with a fueal injected engine of 105bhp from 1993-96. and a 2.0 litre fuel injected 143bhp unit throughout production.

The 100NX was mainly sold with a T-bar removable roof in Europe

Shot at Cars in the Park, Lichfield 07:07:2013 REF: 89-639

VW Golf Mk.III Avantgarde Cabriolet (1993-01) Engine 1984cc S4

Registration Number M 464 MPG

VOLKSWAGEN SET

www.flickr.com/photos/45676495@N05/sets/72157623738785355...

The third generation Volkswagen Golf was introduced in 1991 replacing the Mk.II version.

The Cabrio version was launched in 1994 three years after the Hatchback, replacing the long running 1 st generation Cabrio and was to outlive the Mk.3 Hatch which was replaced in Hatchback and Estate form in late 1999, remaining in production until 2001.

Though the Cabriolet did receive an update in mid 1999 with the front, rear, and steering wheel styling from the Golf Mk4 while still maintaining the body from the Mk3 Cabrio.

Conceived as a thoroughly modern design its high-strength two-door monocoque bodyshell featured an integral roll-over hoop and driver's / passenger's airbags. The hood is a six layer quick release hood, . While, drivers had the advantage of both power-assisted steering (complete with an adjustable column) and ABS brakes. Available in S, SE, Avantgarde and Colour Concept trim levels and with a choice of 1.6 (100bhp), 1.8 (75 / 90bhp) or 2.0 litre (115bhp) engines, the model enjoyed a seven-year production run between 1994 and 2001

Many Thanks for a fan'dabi'dozi 27,063,600 views

Shot 07:07:2014 at on Cars in the Park, Beacon Park, Lichfield REF 102-1107

Volkswagen Polo CL (3rd Gen) (1994-02) Engine 1390cc S4 59bhp

Registration Number V 884 DGJ (London SW)

VOLKSWAGEN SET

www.flickr.com/photos/45676495@N05/sets/72157623738785355...

The third generation Polo was launched in September 1994, and was a completely new model/chassis from the old Polo, although early versions used the engines from the Mark 2.and was the first Polo to be available as a five door model.

Using a modified version of the Golf Mk.3 floorpan as did the Seat Ibiza Mk.2 with numerous parts interchangeable between models.

The Polo Mark 3 was much better equipped than its predecessor. A range of models featured items such as colour-coded bumpers, heated/electrically adjustable mirrors, four speaker stereo, pollen filters, central locking, rear head restraints, split rear seats, fog lights, alloy wheels, and air bags.

The facelifted Mark III, released in 1999 for the 2000 model year featured updated styling including new headlights and bumpers and an all new interior based on that of the Lupo. Although the car was similar in appearance to the Mark 3 (the bodyshell was fully galvanised and stiffened but not fully redesigned, although some panels were changed), Volkswagen claimed that 70% of the components were new. Power steering, antilock brakes and twin airbags were made standard

Diolch am 74,505,470 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 74,505,470 amazing views, every one is greatly appreciated.

Shot 23.06.2019 at Donington Park, Castle Donington, Leicestershire 142-223

Matra Djet

From Wikipedia, the free encyclopedia

Matra Djet Matra Bonnet Djet V

Manufacturer Automobiles René Bonnet, Matra Automobiles

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

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

Assembly France

Predecessor none

Successor Matra 530

Class Sports car

Body style 2-door coupé

Layout MR layout

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

Transmission 4-speed manual

Wheelbase 2.40 metres (94.5 in)

Length 4.22 metres (166.1 in)

Width 1.50 metres (59.1 in)

Height 1.20 metres (47.2 in)

Curb weight 660 kg (1,455 lb)

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

Designer René Bonnet, Jacques Hubert (original design)

Philippe Guédon (redesign)

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

Contents

* 1 The Djet

* 2 Matra takes control

* 3 Model range

o 3.1 René Bonnet Djet

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

* 4 Gallery

* 5 References

* 6 External links

The Djet

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

Matra takes control

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

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

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

Model range

René Bonnet Djet

There were four types of René Bonnet Djet:

René Bonnet Djet I

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

René Bonnet Djet II

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

René Bonnet Djet III / Djet IV

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

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

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

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

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

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

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

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

Matra Sports Jet 6

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

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

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

DRS Brush/GM Class 57 'Bodysnatcher' number 57 307 'LADY PENELOPE' seen stabled in the weeds at Carlisle Railway Station on the West Coast Mainline. This locomotive used the bodyshell of 47 225.

The Avenger Tiger was conceived as an ideal platform for both saloon car racing and rallying which could be ordered direct from the factory as a road car. The Tiger used the four door bodyshell of the standard Avenger and was powered by a tuned 1498cc engine featuring twin-Weber carbs. Some Tigers were also supplied with 1.8 litre and 2.0 litre units, although these were true competition cars.

Looking a bit smarter these days in the latest Greater Anglia livery, Class 317 EMU's 317515 & 317654 pass Stratford with a 5V22 09.25 Liverpool Street to Ilford EMUD empty stock move.

The British Rail Class 317 A/C EMUs were built by British Rail Engineering Limited's Holgate Road carriage works in two batches, from 1981–82 and 1985-87. They were the first of several classes of British Rail EMU to be based on the all-steel Mark 3 bodyshell, departing from the "PEP"-aluminium design which had spawned the earlier Class 313 to Class 315, Class 507 and Class 508. The Mark 3 bodyshell was also the basis of Class 318, Class 455, and the diesel Class 150.

The Greater Anglia franchise is operated using 15 Class 317/5 units, 24 Class 317/6 units and 6 Class 317/8 units. They are mainly used on medium-distance services between London Liverpool Street / Stratford and Broxbourne / Hertford East and on longer distance services between London Liverpool Street/Stratford and Bishop's Stortford, Harlow Town and Cambridge. They are also used on some Bishops Stortford/Stansted Airport - Cambridge services. These trains are also being used on rush hour services from Liverpool Street to Witham and Ipswich due to the absence of some class 321s being refurbished. There is also one class 317/7 demonstrator unit 317722 which is the only Class 317/7 with Abellio Greater Anglia.

The Greater Anglia Class 317 fleet is due to be replaced with new Bombardier Class 720 Aventra EMUs. The first trains are due to enter service in 2019

Quite possibly one of the most beautiful sports cars of all time, and one of those machines that harps back to the good old days of early low-down seventies supercars.

Making its debut at the 1972 Paris Auto Show, the Maserati Merak entered production just over a year after the similarly designed Bora. The Merak and the Bora share the front part of bodyshell up to the doors, but front ends are differenced mainly by the use of dual chrome bumpers in place of twin trapezoidal grilles, but the similarities end at the B-pillar. Giorgetto Giugiaro at Italdesign was commissioned the transformation of his last work the Bora into the Merak. Unlike its bigger sister the Merak doesn't have a true, fully glassed fastback, but rather a cabin ending abruptly with a vertical rear window and a flat, horizontal engine bonnet pierced by four series of ventilation slats. Giugiaro completed the vehicle's silhouette by adding open flying buttresses, visually extending the roofline to the tail.

The main competitors of the Merak were the similarly Italian, mid-engined, 3-litre and 2+2 Dino 308 GT4 and Lamborghini Urraco P250. However unlike its transverse V8-engined rivals the Merak used a more compact V6, that could therefore be mounted longitudinally. Having been designed during the Citroën ownership of Maserati (1968–1975) certain Citroën hydropneumatic systems were used in the Merak, as for the Bora. In specific the braking system and the clutch were both hydraulically assisted and operated, and the pop-up headlights hydraulically actuated. After 1976, when the French manufacturer gave up control of Maserati, the Citroën-derived parts were gradually replaced by more conventional systems. In 1977 Alejandro de Tomaso purchased Maserati and the Bora was discontinued after a production run of less than 600 cars, while the Merak remained on sale for six more years.

Specifications as to the car's performance are based largely on the models. The original Merak was powered by a 3.0L 187hp engine with three twin-choke Weber Carburettors, giving a top speed of 149mph. In 1976, the Merak SS was released after the 42nd Geneva Motor Show, which featured a 217hp engine. The final version of the Merak was the 2000GT, which entered sales in 1977 after the Turin Auto Show. This car was largely downgraded from other models for the Italian market after laws were introduced penalizing cars with engines over 2,000cc. As such, Maserati developed a 1,999cc engine producing 168hp.

Production of the Merak ended in 1983, with 1,830 examples built. Sadly the car isn't held in as high esteem as the larger Bora, although more Meraks were produced. Most points of contention with the Merak are that it is fitted with a V6 rather than the Bora's V8, and thus many argue that the car isn't a super-car in the traditional sense. The Merak did re-enter the limelight briefly on Top Gear, where Jeremy Clarkson bought himself a Merak for the same price as a Mondeo, but ended with his engine disintegrating!

1978 Range Rover with replacement 4-door bodyshell.

No DVLA records.

The Mazda Luce (Italian for 'light') was the largest Mazda model available, at launch in 1969, through to 1991. The second generation car was launched in 1972, the LA2.

The car was still compact by US standards, at 1660 mm wide and approximately 4500 mm long.

Mazda installed their 12A and 13B twin-rotor rotary engines to produce the Mazda RX4 performance coupe (using the Luce 2-door bodyshell).

Conventional Luces used a conventional 94 PS 1.8 L, or 103 PS 2.0 litre 4-cylinder engine.

The car received a more conventional styling update in 1976 (LA3), losing some of the period cool of the LA2. The overall body form though, still reflected a Japanese interpretation of the period coke-bottle styling.

The LA2 Luce Coupe is shown here.

Lotus Europa Special (1972-75) Engine 1558cc S4 Twin Cam Production 3130

Registration Number LHO 18 L

LOTUS SET

www.flickr.com/photos/45676495@N05/sets/72157623671671113...

The Europa Series 1 debuted in 1966, originally planned to suceed the Seven. Powered by a modified 1470cc Renault 16 engine of 82bhp and a four speed gearbox. VW owned the rights to the Europa name in Germany, so exports to Germany were badged as Europe.

The Series 2 Type 54 followed in 1968 using the same Renault engine but offered a number of refinements, including electric windows, fully adjustable seats, a new interior, and a polished wooden fascia for the dashboard.

The Type 74 Twin Cam was launched in 1971 with a 105 bhp 1558cc Lotus-Ford Twin Cam engine of 105bhp and a re-designed bodyshell to improve rearward visibility. Initially with the same gearbox as the earlier cars, once the supply had been exhausted in 1972 a new stronger Renault 4-speed gearbox (Type 352) was introduced.

Lotus then switched to a 126bhp Big Valve version of the engine. With the Europa Special version aspirated by Dell'Orto carburettors in addition to offering a new Renault 5-speed (Type 365) gearbox option. It weighed 740 kg. Introduced in September 1972 the first 200 big valve cars were badged and painted to honour the just won Team Lotus's 1972 F1 World Championship title with John Player Special as sponsors, all with 5 speed gearbox, these were all black with gold pin stripe matching the livery of the GP cars – plus a numbered JPS dash board badge, The Special name and colour scheme was intended as a limited production run of 200, then reverting back to the Twin Cam name, but such was the demand they remained in production until the demise of the Europa, though other colour schemes were available and only the first 200 carry a numbered plaque

Shot at Supercar Sunday 26.06.2011 Ref: 74-067

Please do not forget to visit the Flag Counter on my Profile page to record a visit from your country. So far 47 countries (last new country Bulgaria and 31 US states (last new State Vermont)

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

Registration Number XSJ 402

FORD (UK) SET

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

Based on Fords Anglia/Prefect 100E Saloons and sharing a bodyshell 100E Station Wagon. Powered by a Ford 1172 cc engine originally only in 5 cwt the range was later expanded to include standard and deluxe variants of a 7 cwt van. Production 196885. Shot at Cars in the Park Lichfield 04.07.09 ref: 40-51

Due anni dopo la presentazione della 1400 ( prima Fiat a scocca portante

con carrozzeria a tre volumi quattro porte che stilisticamente si ispirava alle vetture d’oltreoceano ) nel 1952, la Fiat sentì il bisogno di mettere in produzione una vettura di cilindrata e di potenza superiore alla 1400 denominata 1900 e disponibile su quattro tipologie di carrozzeria, berlina a quattro porte, coupé due porte (1900 Gran Luce)

Nel 1954 le due vetture subirono le prime migliorie dando vita alla 1400 A ed alla 1900 A.

Nel 1956 un’ulteriore restyling portò alla realizzazione della 1400 B e della 1900 B . Fu questo il canto del cigno di questa celebre vettura torinese, nonostante un ulteriore ritocco del frontale avvenuto nel 1957, che uscì di produzione nel 1959.

Two years after the submission of 1400 (before Fiat bodyshell with bodywork to carrier three volumes four ports that stylistically took inspiration cars overseas) in 1952, Fiat felt the need to put into production a car engine size and power exceeds 1400 named 1900 and available on four types of bodywork, four-door sedan, two-tone (1900 great light)

In 1954 the two cars suffered the first improvements giving life to 1400 and 1900.

In 1956 an additional restyling led to the realization of 1400 B and 1900 b. This was the swan song of this famous car torinese, despite a further tweaking of frontal occurred in 1957, which went out of production in 1959.

Formosa 120GR (1963 donor car) Engine 1147cc Triumph S4

Registration 56 SC

This is an interesting one, and one i had not seen before, although i had a long chat with the builder/owner of another example i saw over the 2026 Spring Bank Holiday (nice chap)

Formosa 120GR, inspired by the racing cars from the 1950's. this car is not a replica but captures the style of the era. The design does not replicate any particular marque or model, (although the badging on this one makes it look very much like a mid fifties Maserati sports/racer) therefore avoiding any copyright issues that some replicas have fallen foul of. The result is a stand alone classic looking 50's race car.

The Formosa was the brain child of hot rodder, Gary Jane, and resembled his earlier similar kit car the Sammio. The Formosa was begun under a different operation called Mid Century Re-Creations. The idea was for an enthusiast to find an old Triumph Herald or Vitesse, get rid of the bodyshell, add Gary Janes’ metal support perimeter frame (which was offered at a cost of c.£1000) and his one-piece bodyshell (plus boot, doors and flip-front) for c.£2900 and you had a period-looking two-seater that was IVA exempt and utilised an unmodified chassis.

There were two versions of the Formosa 120GR. The long nose is based on a Reliant Scimitar SE5/5A, and the Short Nose uses a Triumph Herald or Vitesse Chassis as a donor. Mid Century Recreations could supply more parts of the car, such as seats, dashboard, front bulkhead panels, wire wheels, windscreen and much more.

It certainly looks a barrel of fun,

Diolch am 98,892,241 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 98,892,241 amazing views, every one is greatly appreciated.

Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-259

The Cateye Micro Wireless computer in my Quest is really a bit rubbish. It might've been cutting edge ten years ago, but now it loses signal from such emanations as powerful mobile phone masts, strong wi-fi routers, weak wi-fi routers, GPS satellites, passing aeroplanes, and people talking too loudly. Even the indicator flasher unit makes the Micro lose its connection with its wheel sensor. I reckon I'm down as much as 10% on my total recorded mileage, which could be a discrepancy of 1000 miles now.

Having spent a lot of time looking at Cateye and Sigma's offerings on the digital wireless side of things, the Padrone Digital being the top contender, but not being prepared to pony up that amount of money, a corner of my brain was beavering away, still certain that a wired computer could be made to work by running a magnet and sensor from the right-hand stub of the rear axle. That way, no drilling through the front wheelarch would be required.

And as if by magic, just recently, I nabbed a new-in-box Cateye Strada cadence model – CC-RD200 – for £15 or some such stonking deal. All I would then have to do was splice in enough wire, design a magnet mount, design a sensor mount, redesign the computer mount, and figure out the route to run the wire. And then do the same all over again for the cadence sensor.

Oh for a Strada 'Enduro' model! The sensor wires Cateye used were much as expected: microscopically thin, fiddly coax. To each one I spliced in about three feet of R/C servo cable, discarding the surplus third wire. For the computer mount I chopped off the worm geary straps and ran a couple of zip ties between the stubs, in a similar manner to the way Velomobiel.nl installed the Micro Wireless onto the little metal plate prong thing that's rivetted to the control box. It's a bit wobbly but I don't have any Sugru to make a more solid alternative.

Out back, I came up with three different ideas, using various combinations of carbon fibre plate, bicycle spoke and metal strip, none of which were quite the same as what turned out to be prolific tinkerer Fastolfe's rather neat solution (using a suitable miniature pipe clamp around the axle's adjusting nut and lock nut, plus a neodymium magnet). I couldn't find any pipe clamps the right size. So I fashioned a magnet mount using a mudguard bracket bent to shape, and for the M8 lock nut I substituted an M8 standoff cut down to about 13mm. The end bolt that holds the magnet mount is actually a threaded brake caliper slide pin that I liberated from a broken caliper mount from my motorbike, that I'd been keeping in my spares drawer for no obvious reason, and with the slider part cut off. Of course, any old M8 bolt would've done, but I didn't have any, and wasn't about to go out and buy a pack of 10 when I needed one.

The sensor mount is a one-inch ABS potting box that I'd had in my toolbox for, er, about 20 years. I chopped the box down so that it clears the bodyshell when I drop the suspension to work on the drive train. The Cateye sensor is really a bit big for the application and I'm sure a smaller reed switch could have been found if I'd tried, but after Maplin went out of business there's nowhere handy in town to buy random wire and switches and connectors and PCB and pots and LEDs and things.

And for the sensor wire, it just goes along the rear gear cable, under the centre pivot of the swingarm and up the front of the rear wheelarch to the coathanger, and thence to the dashboard. I protected the wire with spiral wrap where it goes around the swingarm pivot.

Original 201742602

Originally Charles Roberts & Company's wagon works was located at Horbury Junction southeast of Horbury, West Yorkshire, England. It became part of the Procor group in the 1970s as Procor Engineering Ltd. and, subsequently, part of Bombardier Inc.'s European railway businesses in 1990 as Bombardier Prorail, closing in 2005.

the plant produced bodyshells for the British Rail Class 60 during the Procor period, and British Rail Class 92 during Bombardier's ownership. During the Second World War the factory was involved in the production of the Churchill Tank.

The plant was involved in the passenger vehicle construction and refurbishment. In the 1950s tram bodies were constructed for Blackpool Tramways 'Coronation Cars', and Sheffield Tramways. In the early 2000s Bombardier Voyager trains were built at Horbury and at Bombardier's BN plant in Bruges, Belgium. Refurbishment of GNER's Mark 4 coach fleet took place at Horbury in the mid-2000s.

Poster I created for Dynacorn Classic Bodies Showroom. Dynacorn manufactures Replacement Body Shells for 1967, 1968 and coming soon, 1969 Mustang Fastbacks. They also make shells for Camaro's, Pickup Cab Shells and coming soon, Chevelles. These Shells are being used to make "Eleanor" clones. The 1968 Shell has been used to build a "Bullitt" clone.

Volkswagen Golf GTi Mk.2 (1983-92) Engine 1781cc S4 8v Production 6,000,000 (all Golf Mk.2's)

Registration Number E 697 ETW

VOLKSWAGEN SET

www.flickr.com/photos/45676495@N05/sets/72157623738785355...

The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show.and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style.

The successful hot GTi model was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a fuel-injected and was later joined by the more powerful Golf GTi 16v marked by discreet red and black "16v" badges front and rear.

Many Thanks for a fan'dabi'dozi 29,118,600 views

Shot 03:08:2014 at Stafford Castle Ref 102-589a

Wheels on Wednesday

WoW

Fitted with a Callaway 4.6L engine

GCS (Gary Colin Specialist) Cars traded initially from Orpington in Kent, UK and produced the Hawke. Although similar to the Burlington SS in some respects, the GCS Hawke was developed completely independently by the partners in GCS Cars with considerably different dimensions overall. The Dorian/Burlington was designed to fit on a Triumph chassis, although Dorian later developed a chassis that it is believed was using Escort parts. The GCS Hawke was designed to fit on a ladder-frame chassis to accept Cortina/Sierra parts. This led to the bodyshell and wings being considerably wider than the original Dorian/Burlington car. It is an open two seater modelled fairly closely, but differently enough, on the Morgan. Whereas the Burlington body tub was constructed of glass-fibre, wood and aluminium, the Hawke has a one-piece GRP bodyshell with integral floor. It can take a variety of engines from Ford and the V8 Rover. The company was founded by Garry Hutton and Collin Puttock.

The company was eventually sold to Tiger Racing but then sold to LCD (LC Developments Ltd founded in 2003 by Richard John Laking and Paul John Chapman) who currently both manufacture the car and supply the car as a kit.

Sold for £ 2.500

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

The A90 Six Westminster was introduced at the 1954 London Motor Show alongside the smaller A40/50 Cambridge saloon range.

It used the new BMC C-Series 2.6-litre straight-six engine which, with a single Zenith carb, produced 85bhp. Suspension was independent at the front using coil springs and wishbones, with leaf springs and anti-roll bar on the live axle at the rear. The four-speed column-change transmission had synchromesh on the top three ratios.

They were as tough as old boots, and even in period competed successfully on International rallies. Nowadays they remain a long-distance rally car of choice, their eminently tuneable C-series engines able to take lots of punishment, as can the sturdy bodyshell and rugged suspension.

This superb 1956 model registers just over 32.000 miles on the clock, which although unsubstantiated, could well be correct given the superb original condition of the car. Show car or race car – those are the options. What happens next is entirely down to you.

The V5C shows five previous owners, although sadly there is no other paperwork with the car.

We do know that its last MOT took place in 2012, but it has seen so little use over the last 12 years that some recommissioning work is bound to be required, however a few weekends work should have it back to near show condition.

CGS Hawke (1992-99) Engine 2993cc S4 Ford Production 115 approx

Registration Number FEP 990 W

GCS (Gary Colin Specialist) Cars was founded by partners Garry Hutton and Colin Puttock trading initially from Orpington, Kent, as part of a range of activities, they offered a ‘build service’ for customers of a variety of kit car manufacturers.

Their Hawke sportscar was developed in the early 1990s as a two door open top sportscar that bore a striking resembleance to the Morgan Plus 8though there are no common parts, unlike the Morgan which has an ash frame the Hawke has a one piece GRP bodytub with integral floor to which the nosecone, front wings, rear wheel arches, doors, bonnet, and windscreen are added. It was designed to accept Ford Cortina / Sierra donor vehicle running parts and this led to the bodyshell and wings being considerably wider than the plus 4 Morgan.

Early models used the Ford Cortina as donor for engine, gearbox, electrics, front and rear axles and suspension components. Kits were adapted to meet customer requirements and to take a variety of Ford engines, plus the Rover V8 and others, such as the Nissan 2.8 litre straight 6 and Fiat 2000. Continuous improvement saw the introduction of the Sierra as the donor vehicle with kit specific suspension components, wider wings, the use of Gel Coat on some kits and the introduction of Roll Bars to help meet SVA requirements and improve safety. With the introduction of Sierra based models, the +2 variant was quietly dropped.

CGS ceased trading in 1999, following the onset of ill health to one of the partners and the production rights, associated equipment and order book were sold to Jim Dudley of Tiger Racing. Despite input from Colin Puttock, to ensure a smooth transition of production, Tiger manufactured only a handful of vehicles before the model did not sit well with Tigers other products, In August 2003 Paul Chapman and Richard Laking of LCD purchased the Hawke project, but, after an enthusiastic start incorporating a number of improvements, notably the adaption of the kit to take the Ford Zetec range of engines, production stalled and no new kits have been produced since 2007.

Thanks for 19.1 million views

Shot at the VSCC Hillclimb, Prescot, Gloucestershire 03:08:2013 Ref 95a-888

The Austin-Healey Sprite is a small open sports car which was produced in the United Kingdom from 1958 to 1971. The Sprite was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, just before that year's Monaco Grand Prix. It was intended to be a low-cost model that "a chap could keep in his bike shed", yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down.

In 1961 the Sprite was joined by a badge-engineered MG version, the Midget, reviving a model name used by MG from the late 1920s through to the mid 1950s. Enthusiasts often refer to Sprites and the later Midgets collectively as "Spridgets."

The little Sprite quickly became affectionately known as the Frogeye in the UK and the Bugeye in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport. 48,987 "Frogeye" Spriters were made.

The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at M.I.R.A. (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.

The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 & Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8" inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage.

N. 0/200 D.

Osi Bisiluro Prototype (1967).

Escala 1/66.

Penny Export.

Made in Italy.

Años 60.

More info:

www.hobbydb.com/catalog_items/osi-bisiluro

uno64.mforos.com/2094013/11048854-penny-politoys-polistil...

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Pennys from Italy - Much Admired Micromodelli

Posted by: Doug in Member Blogson Feb 18, 2009

This article was published in 2004, story and images by Doug Breithaupt, Rob Gras and Craig Mueller

(...) "In Italy the models of Mercury were industry leaders and they created Speedy. A relative new-comer, A.P.S. Politoys, founded in 1960, offered a new line of 1:66 scale models and used the Penny name.

Later the Politoys name was changed to Polistil to avoid potential confusion with a British firm named Palitoys.

By 1967, the first explosion of small-scale toy cars was well underway. These early years of 1:64 scale had a strong national flavor with most firms offering a primary selection of models based on the cars and trucks of their native country with a lesser selection of models based on vehicles from other countries.

Often, these models were initially offered for sale in the home country as well although the North American market provided a sales opportunity that could not be ignored."

(...)

"1967 was the initial year for Penny 'micromodelli' and the series only lasted until late 1969 or early 1970 when, like the whole toy car world, a response to Mattel's Hot Wheels was seen essential for survival.

As the packaging shows, a penny and checkered stripe was part of the box art along with illustrations of the model enclosed.

In just 3 short years, Penny produced less than 50 models but among them are some that have become favorites of collectors world-wide."

(...)

"Penny sorted their models into three categories.

- The first was 'Corse', a series of Formula 1 race cars. They created the F1 racing grid for 1967 with models 0/1 through 0/10. New F1 cars for 1968 were offered as 0/11 through 0/15. The rising success of F1 racing and the release of movies like Grand Prix were certainly an inspiration for these models, just as they were for Matchbox, Best Box of Holland and others. The Penny F1 models seem a bit more toy-like than some with large tires. Still, they offer correct colors and must have provided hours of play-time for the junior racing crowd. Polistil continued to offer grand prix cars in small-scale with more realistic models of the 1975, 1976 and 1982 F1 grid, in the later RJ series.

- The second series of models were identified as 'Berlina' and represented a mix of production and concept cars. The remainder of this article will focus on these 'Berlina' models.

- The third category was 'Veicoli Industriali' and included a variety of trucks a snowplow, minibus and tractor shovel in the series. These were numbered 0/110 to 0/122.

(...)

0/200D Osi Bisiluro

"This unique twin-boom concept car is easily the most unique model in the Penny line. While this design has advantages for a sailboat, it's hard to justify on a car."

(...)

0/205 Caravan Trailer

"This tear-drop caravan was the last of the Penny line.

After that, all models carried the Polistil name."

Source: www.planetdiecast.com/index.php?&option=com_myblog&am...

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OSI Silver Fox Prototype (1967)

"O.S.I. (Officine Stampaggi Industriali) Bisiluro “Silver Fox” – Catamaran sportcar (double trunk).

A strange body that resembled more to a nautical vehicle was introduced to the 1967 Turin Motorshow.

Conceived for a possible use in the race or for the attempts of record, it was equipped by a Alpine engine to four cylinders of 1000 cc., positioned behind the seats on the left side. Among the two interior prominences was positioned three wing-shaped aids that furnished an aerodynamic support.

The first one was usable to firm vehicle, the second, that central, with the vehicle in drive, while the third one, systematized on the back one it was fixed and it also included the brakes."

Source: oldconceptcars.com/exotic/osi-silver-fox-prototype-1967/

More info:

es.motors.wikia.com/wiki/OSI_Silver_Fox

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Officine Stampaggi Industriali

From Wikipedia, the free encyclopedia

"OSI, acronym for Officine Stampaggi Industriali (literally "Industrial Stampings Workshops") was a coachbuilding company founded in 1960 in Turin by former Ghia president Luigi Segre (1919–63) and Arrigo Olivetti (1889–1977) from the Fergat company, a manufacturer of automotive components.[OSI was intended to be an independent design branch of Ghia's, focussing on niche efforts.

The short lived company made some custom built cars based on Alfa Romeo, Fiat and Ford models.

One of their first contracts was to build the bodyshells of the 1960 Innocenti 950 Spider, designed by a young Tom Tjaarda at Ghia's behest.

Probably its best known model outside Italy was the Ford 20M TS Coupé based on the German Ford Taunus 20M. The car was designed by Sergio Sartorelli, better known as the designer of the Type 3 based Volkswagen Karmann Ghia Type 34. Approximately 2,200 of the Ford 20M based coupés were produced, of which approximately 200 were thought to have survived through till 2010.

The company also built the Ford Anglia Torino designed by Giovanni Michelotti: 10,007 examples of this model were sold in Italy.

Segre died following appendicitis in 1963, leaving the rising company without its personal link to Ghia and Ford.

He was replaced by Giacomo Bianco of Fergat, but Bianco was unable to keep the company afloat as contracts began to dry up.

In 1966 2,000 employees had to be laid off, and OSI car production ended in December 1967.

Bianco was fired and Sartorelli was charged with winding up operations, incorporating the OSI design office with that of Fiat's in May 1968.

The company remained active as a producer of steel pressings and industrial equipment."

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

Some models by Osi:

- Alfa Romeo 2600 Berlina de Luxe 1965.

- Alfa Romeo Giulia Scarabeo 1966.

- Ford Anglia Torino.

- OSI-Ford 20 M TS.

Source: en.wikipedia.org/wiki/Officine_Stampaggi_Industriali

Morris Six MS (1948-53) Engine 2215cc S6 S6 OHC Production 12,400

Registration Number JWV 833

MORRIS SET

www.flickr.com/photos/45676495@N05/sets/72157623690377489...

The Morris Six MS was a six-cylinder midsize car made from 1948 to 1953. It was the company's first post war six-cylinder car. At launch the car was priced at £671 on the UK market.

The car was very similar to the 1948 Issigonis designed Morris Oxford series MO sharing the same bodyshell from the windscreen backwards. The bonnet was lengthened to take the overhead camshaft, single SU carburettor, 2215 cc six-cylinder engine which produced 70 bhp.

The whole car was longer than the Oxford with a wheelbase of 110 inches Suspension was independent at the front using torsion bars and at the rear there was a conventional live axle and semi elliptic springs. The steering was not by the rack and pinion fitted to the Oxford but used a lower geared Bishop Cam system. The 10 inches (250 mm) drum brakes were hydraulically operated using a Lockheed system.

Thanks for 20.5 Million views

Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-187

92029 WFAC DOLLANDSM 894E26CB07 4 * SCUNTHPRS N 21D A

DB Schenker's class 92 number 92029 named "Dante" with EWS logo built by Brush Traction, Loughborough in 1995 works the Dollands Moor Sidings to Scunthorpe Redbourne sidings on an overcast 7 January 2014. 92029 was also photographed the day before at Dollands Moor yard with a similar train (www.flickr.com/photos/35502189@N03/11824080145/).

92029 was assembled by the BRUSH Traction Company Loughborough, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.

Humber Sceptre II (1966-67) Engine 1725cc S4 OHV

Registration Number MBF 816 D

HUMBER SET

www.flickr.com/photos/45676495@N05/sets/72157623665287863...

The Sceptre I was introduced in 1965 with a shape somewhere between the Hillman Super Minx and the Sunbeam Rapier, with the former's bodyshell and the latter's grille, quad head lights, dual overdrive and servo front disc brakes.

For 1966 the model was upgraded to the Sceptre II with a larger 1725cc engine and an Automatic option.

Shot at Cars in the Park, Lichfield 07:07:2013 REF: 89-593

The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.

Models were again arranged 150, 210 and Bel Air. The 210 Sport Coupe shown here matched the sportiest bodystyle with mid-range trim. The car now wore a long arc chrome strip which drooped at the tail ans split the body in models with two-tone paint. The roof was paired to the lower bodysides, while the trunk and hood matched the upper bodyside.

A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.

Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.

Replicar Sportif GT40 (1992) Engine 4942cc

Registration Number JGC 686 C

Chassis Number KCC 032 GT

This is a RHD GT40 replicar the fifth chassis built by Replicar Sportif in South Africa. First registered in 1993 to Kai Krige a famous South African film and TV director. After six years of ownership the car was exported to the UK and registered as a Ford GT 40. The car is believed to be based on a KVA kit. and has quality glassfibre mouldings, while the chassis is a fully triangulated space-frame with aluminium cladding. Wherever possible, genuine Ford parts were utilised to facilitate maintenance and upkeep. KVA bodyshells were produced from moulds taken from original GT40s and are recognised as among the most accurate around, being used by many other manufacturers of GT40 replicas.

. The cars interior was finished to a high standard, and power comes from a high-output Ford 302ci (5.0-litre) V8 built by Johan Liebenburg of Cobracore Engineering, Booysens, SA, blueprinted and mated to an Audi five-speed transaxle with over-sized CV joints. The engine specification includes ported cylinder heads, long duration high-lift camshaft, high-compression pistons, and chrome-moly pushrods and guide plates.

More recently the car was sold through Bonhams auction sale at Beaulieu Collectors sale in September 2013 for £ 23,000 including premiums

Thanks for 17.9 Million views

Shot at The Silverstone Classic 28th July 2013 Ref 95-329

395 018

British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.

The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.

The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).

During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.

An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.

A twenty-ninth train was later added to the agreement in order to provide additional capacity.

The first train was delivered from Japan to Southampton Docks on 23 August 2007.

It was then hauled to Ashford in Kent for acceptance testing by Serco.

Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.

The final unit arrived in Southampton on 17 August 2009.

The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.

A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.

As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.

The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.

They are owned by HSBC Rail, and leased by Southeastern.

The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.

They are designed as true high-speed trains, capable of 225 km/h.

The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.

The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.

The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.

The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.

The 6-car trainsets consist of

2 Driving trailer cars each of length 20.65 metres (67.7 ft)

4 Standard motor cars of length 20.0 metres (65.6 ft)

In total the train is 121.8 metres (400 ft) long over the couplings.

The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.

The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.

The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.

The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.

Unusually for a high speed passenger train, there is no first class accommodation.

Dynacorn 1967 Camaro Show Car l poster that I created for the company showroom. This was built from a Dynacorn Replacement Body Shell and other new components. This is a rust free brand new old car.

Puma was a Brazilian specialist car manufacturer which built cars from 1967 until roughly 1997. High import tariffs effectively closed Brazil during much of this period to foreign-built cars. This limited the vehicles available to the average Brazilian to those built locally by foreign manufacturers such as Volkswagen and General Motors (which established Brazilian manufacturing plants), and the products of local companies.

The origin of what became the Puma was the DKW-Malzoni, built by Rino Malzoni of Matão in São Paulo (state) from around 1964. Malzoni was a keen auto racer and began building his own competition cars based around a DKW straight-3 two-stroke engine with a light, fiberglass-skinned bodyshell. The cars began to sell in quantities larger than he himself could build, and Malzoni founded a company with a group of other auto enthusiasts. Production started at approximately 35 cars a year, but increased to more than a hundred within a couple of years.

(Wikipedia)

- - -

In den 1950er- und 60er-Jahren versuchte Brasilien intensiv, den Anschluss an die westlichen Industrienationen zu gewinnen. Um dieses Ziel zu erreichen, wurden auch Kooperationen mit großen Automobilherstellern eingegangen.

Der begeisterte Rennfahrer Rino Malzoni aus Matão (São Paulo) begann 1964 für den Einsatz auf der Rennstrecke seinen eigenen Wettbewerbswagen zu bauen. Basis war die Technik des „DKW 3=6“ mit Zweitaktmotor und dem DKW-typischen Frontantrieb. Diese frühen Fahrzeuge werden heute „DKW-Malzoni“ genannt, damals hießen sie schlicht „GT Malzoni“, ab 1966 „GT DKW“. Das Fahrzeug bestand aus einem Zentralrohrrahmen und einer GFK-Karosserie, eine Bauart, die seit der Einführung der Corvette von Chevrolet (1953) vor allem bei Kleinserienherstellern immer beliebter wurde. Aus der ursprünglich geplanten Homologationsserie entwickelte sich aufgrund starker Nachfrage bereits im zweiten Produktionsjahr eine kleine Serienfertigung. Im Jahr 1967 erfolgte ein erster Höhepunkt mit 121 produzierten Sportwagen.

The BMW Compact was a small family car which was basically a truncated hatchback version of the BMW E36 platform.

The car was available in 316i, 316g (compressed natural gas), 318ti and 318tds (diesel). The title Ti(Touring International) is unique to the Compact range and is used on the more powerful versions, harking back to the BMW New Class Tii models of the sixties and seventies.

From front bumper to A pillar, the Compact is identical to the BMW 3 Series (E36) sedan, sharing the front fenders, bumpers, lights, windshield, wing mirrors, and the hood. As with the entire E36 range, the E36/5 also shares an idential wheelbase. Similarities with the E36 sedan/coupe range end here; from the A pillar rearwards, the E36/5 is unique from others in the E36 range featuring unique framed doors, windows, roof, trunk pan, taillights, and suspension.

The BMW E36/5 Compact shares its suspension with the BMW Z3 and M Coupe/Roadster. The front employed the E36's standard MacPherson strut design. However the and rear suspension used a semi trailing arm from the previous model BMW 3 Series (E30) which allowed for more a lower trunk floor height, fold down rear seats, and an exterior undermounted compact spare tire.

The inherent design of the trailing arm suspension was that it favoured oversteer. It is the rarest and most sought after of the E36 318 lineup by enthusiasts, being the lightest, fastest, best handling and least expensive.

Apart from a simple one piece dashboard, the E36 Compact shared the same seats and trim as the full-sized 3-series. During 1993/4, BMW built several prototype 5-door compacts, which looked outwardly even more similar to the saloon right back to the C-pillar. However, following the initially disappointing sales response to the Compact (in comparison to the Saloon & Coupe models) BMW decided not to offer a 5-door variant. The prototypes were stripped and the bodyshells disposed of.

The E36 Compact was very popular in its home market in Europe, which prompted BMW to market the car to North America for the 1995 model year. The E36 Compact's front-engine, rear-wheel drive layout was unique for the segment, giving it no direct competitors in North America.

47 584 'County of Suffolk' is seen here working 1S64 north at Lawrence Hill, on September 2nd 1989.

Note - certain publications and websites have this loco allocated to Old Oak Common in October 1987, but it was allocated to Bristol Bath Road.

She was built by Brush as D1775, entering service on October 23rd 1964.

TOPS info:-

47584 RXLD BR B M E XA.

41A Tinsley 23/10/1964

34G Finsbury Park 10/1967

40B Immingham 10/1969

52A Gateshead 04/1972

30A Stratford 08/1972

Allocation recoded 30A to SF 05/1973

Renumbered 47 180 05/1974

IM Immingham 03/1975

TI Tinsley 05/1976

IM Immingham 05/1977

TI Tinsley 11/1977

SF Stratford 08/1978

Named County of Suffolk, with the county's badge on a circular plaque above the nameplate, on 13/5/79 (the plates had been fitted on 11/5/79)

Renumbered 47 584 15/12/1980

BR Bristol Bath Road 10/1987

CD Crewe Diesel 05/1991

The nameplates were removed in 10/93. Named THE LOCOMOTIVE & CARRIAGE INSTITUTION, on a circular nameplate in the form of a locomotive driving wheel with the date 1911 at the centre, at Bristol Temple Meads Station on 13/12/95.

WQ EWS Headquarters Pool 21/03/2000

Store 23/03/2000

SP Springs Branch 30/03/2000

The loco was stopped at Polmadie on 20/3/00,authorised for component recovery 21/3/00 and moved to Motherwell on 23/3/00 and stored.

It was moved from Motherwell to

Wigan CRDC on 30/3/00 for disposal. Pushed inside the Scrap Shed on 12/4/00 having previously had some small bits removed. By 17/4/00 it had been reduced to frame, cabs and

bogies, and on 19/4/00, it lost its bogies and the bodyshell was placed on a Bogie Bolster wagon.

Withdrawn 02/03/2001

Eventually, the frame and cabs were moved by road overnight on 23/10/02 to Booth Roe Metals, Rotherham, and these had been broken up completely by 28/10/02. The loco

was said to be owned by HNRC at that time.

buymeacoffee.com/bristolian

gofund.me/01fd2d8b9

I hope you enjoy looking through my Flickr images. Please consider helping me pay for my Flickr subscription, and to help me buy-back some of the 4000 of my slides from the past that I'd like to get back.

I'll rescan all of my older uploads in the fullness of time.

Any help will be greatly appreciated.

Thank you.

Triumph GT6 Mk2 (1968-70) Engine 1998c S6 OHV

Production 12,066

Registration Number RUT 513 G

TRIUMPH SET

www.flickr.com/photos/45676495@N05/sets/72157623847263736...

Introduced in 1966 the first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. The new body was a sleek fastback design with an opening rear hatch, In essence a two seater but with a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2 litre, tuned to develop 95 hp (71 kW) with a top speed pf 106mph

The Mk.II GT6 was launched in 1978 using a 104bhp version of the six cylinder engine, with optional overdrive as available on the Mk.1. Now fitted with lower wishbone independant rear suspension. The Mk.2 also got a new facia, better ventilation for both engine bay and cockpit and Rostyle wheels, though wires were a popular option. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform with new regulations ecessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds Performance improved slightly to 107 mph

The third generation of 1970 was the GT6s last major facelift the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end,and the deletion of the chrome stripes on top of the wings . Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper "swing-spring" layout fitted to the Spitfire Mk IV. Engine output was simular to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph

Shot at Weston Park Car Show 25:04:2011 Ref 70-373

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A really sad sight on the 22nd August 1982, over a year after the closure of the Woodhead line. 76056 is dumped off its bogies on the grass at Reddish depot. A Glossop Hadfield unit stands behind. On my visit there similar bodyshells littered around the place along with rows of withdrawn examples still on their bogies.

The Fiat Panda is a city car from the Italian automobile manufacturer Fiat. The first Fiat Panda was introduced in 1980, and was produced until 2003 with only a few changes. It is now sometimes referred to as the "old Panda".

Designed by Giorgetto Giugiaro, the Panda was designed as a modern day "peasant car": a cheap, basic, no-frills utility vehicle that would be easy to use and maintain. The car can be seen as a later approach to the same niche the Citroën 2CV or Renault 4 were designed to serve. Introduced in 1980, the Panda was noted for its box-like styling, which would become the house style for Fiats throughout the 1980s.

The Panda 4x4 was launched in June 1983, it was powered by a 965 cc engine with 48 bhp (36 kW) derived from that in the Autobianchi A112. Known simply as the Panda 4x4, this model was the first small, transverse-engined production car to have a 4WD system. The system itself was manually selectable, with an ultra-low first gear.

Under normal conditions starting was from second, with the fifth having the same ratio as fourth in the normal Panda. Austrian company Steyr-Puch supplied the entire drivetrain (clutch, gearbox, power take-off, three-piece propshaft, rear axle including differential and brakes) to the plant at Termini Imerese where it was fitted to the reinforced bodyshell.

Minor revisions in November 1984 saw the range renamed "L", "CL" and "S". Specifications and detailing were modified across the range including the adoption of the Fiat corporate grille across all versions. Mechanically however the cars remained largely unchanged.

Sold for £ 1.200

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

Humber introduced the Super Snipe model in 1938, a big and impressive six-cylinder machine aimed at government officials, military top brass and upper-middle-class management types.

For 1958 it was restyled as the ‘New Super Snipe’, losing the big separate wings of old in favour of a more modern unitised chassis and body which was heavily influenced by the 1955 Chevrolet. Claimed to be the largest bodyshell being built in the UK at the time, it certainly looked the part, getting even more impressive in 1960 when the Series III version gained quad headlamps.

The Series IV of 1962 had a sleeker profile with a larger glass area and opening rear quarterlights to extract the Brigadier’s pipe smoke more efficiently. The rear compartment also gained picnic trays, four ashtrays and two cigar lighters! Under the bonnet lurked a more powerful 132,5 bhp 3-litre engine, while a higher ratio rear axle and a larger 16-gallon fuel tank extended the range between pit stops.

First registered in May 1964, this Series IV had just one owner from new until 2011 when it was acquired for the collection. While the last MOT expired in December 2012 (with no advisories recorded), it is not running at present and will doubtless benefit from some thorough recommissioning before use, a process which will be eased by the informative Olyslager manual which comes with the car.

Now looking somewhat down at heel with various loose wires under the dash, it could do with a bit of general tidying to bring it back to the standard that one’s commanding officer would expect.

Puma was a Brazilian specialist car manufacturer which built cars from 1967 until roughly 1997. High import tariffs effectively closed Brazil during much of this period to foreign-built cars. This limited the vehicles available to the average Brazilian to those built locally by foreign manufacturers such as Volkswagen and General Motors (which established Brazilian manufacturing plants), and the products of local companies.

The origin of what became the Puma was the DKW-Malzoni, built by Rino Malzoni of Matão in São Paulo (state) from around 1964. Malzoni was a keen auto racer and began building his own competition cars based around a DKW straight-3 two-stroke engine with a light, fiberglass-skinned bodyshell. The cars began to sell in quantities larger than he himself could build, and Malzoni founded a company with a group of other auto enthusiasts. Production started at approximately 35 cars a year, but increased to more than a hundred within a couple of years.

(Wikipedia)

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In den 1950er- und 60er-Jahren versuchte Brasilien intensiv, den Anschluss an die westlichen Industrienationen zu gewinnen. Um dieses Ziel zu erreichen, wurden auch Kooperationen mit großen Automobilherstellern eingegangen.

Der begeisterte Rennfahrer Rino Malzoni aus Matão (São Paulo) begann 1964 für den Einsatz auf der Rennstrecke seinen eigenen Wettbewerbswagen zu bauen. Basis war die Technik des „DKW 3=6“ mit Zweitaktmotor und dem DKW-typischen Frontantrieb. Diese frühen Fahrzeuge werden heute „DKW-Malzoni“ genannt, damals hießen sie schlicht „GT Malzoni“, ab 1966 „GT DKW“. Das Fahrzeug bestand aus einem Zentralrohrrahmen und einer GFK-Karosserie, eine Bauart, die seit der Einführung der Corvette von Chevrolet (1953) vor allem bei Kleinserienherstellern immer beliebter wurde. Aus der ursprünglich geplanten Homologationsserie entwickelte sich aufgrund starker Nachfrage bereits im zweiten Produktionsjahr eine kleine Serienfertigung. Im Jahr 1967 erfolgte ein erster Höhepunkt mit 121 produzierten Sportwagen.

Fleet / Reg: 705 (SCK 570)

Chassis: Leyland Leopard PSU3

Body: Duple (Northern) Continental C40FT

Model: Much modified Fanfare resin

One of 6 36' Leyland Leopards ordered by Scout but delivered direct to Ribble and becoming the first 36' coaches in their fleet.

Model is an old Fanfare kit which, apart from having a beautifully shaped and dimensionally accurate bodyshell, was a truly awful kit with many casting flaws etc. However, I think the effort was worth it?

The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.

Models were again arranged 150, 210 and Bel Air. The Bel Air Convertible shown here matched the only ope-top bodystyle with top-specification trim. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.

A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.

Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.

Towards the end of the 1970's, British Leyland was in a state of absolute despair. Shoddy and dated car designs married to biblical unreliability meant the company was facing near meltdown, and obviously came to the conclusion that they needed someone else to take the helm before the ship properly sank. Enter the Japanese, more to the point, Honda!

Since the 1960's, the Japanese had shown the world that they can mass-produce reliable cars, and thus were raking in sales by the million as people turned from their flaky European models to the highly efficient Japanese alternatives. Desperate to stop their market being swept out from under them, European Manufacturers imposed heavy import taxes on Japanese imports so as to try and price them out of the market, which meant builders such as Toyota, Honda and Mitsubishi were losing a fortune. The alternative past this blockade was to combine their efforts with some of the more struggling car companies of Europe so as to create hybrid cars.

And thus the Triumph Acclaim was born!

Based almost solely on the Honda Ballade, essentially all that differentiated it was the Triumph badge, and the fact that the car was built at the Cowley Plant near Oxford using the former production lines of the Austin Maxi. The intention largely was to replace the 10 year old Triumph Dolomite as the 4-door saloon of the company. Unlike the Ballade however, the car did come with much more luxury features as with a Triumph badge, the car was intended to be more higher market than the conventional Japanese equivalent. But most importantly, the car has the distinction of being the first truly reliable British Leyland car (and it only took them 12 years to get it right!)

Basically, the car's major components were built in Japan and shipped to Cowley, where they were placed into the locally built bodyshells. Build quality was very good too, with the leaky panels and rough ride seemingly absent, and holds the record for the fewest warranty claims on a British Leyland car. However, Japan may have shown Europe how to build a reliable car, but they didn't know how to build a car that didn't rust. Much like it's Japanese counterparts, the Acclaim rusted like crazy. In Japan this was seen as planned obsolescence, with the intention being that a new model would replace it in two or three years time. But in Britain, cars are built to last, with models going unchanged almost completely for years and even decades. Examples being the Mini, which didn't change in any way, shape or form between its launch in 1959 and its demise in 2000!

But still, despite the terrible rusting problem, the car's reliable nature resulted in 133,000 cars being sold, and became the first Triumph to be within the Top 10 highest selling cars since 1965. However, in the end the Acclaim's show of being a good, reliable car was merely a testbed for the variety of other Japanese style products British Leyland intended to push in the near future. After only 4 years of production, the Triumph Acclaim was shelved in 1984 along with many other British Leyland products such as the Austin Ambassador and the Morris Ital so as to rationalise the company into a small number of highly reliable machines based off the Triumph Acclaim's Japanese based success. From the Acclaim, the Rover 200 was a direct descendant, being based heavily on the next generation Honda Ballade, but also spurring from this plucky car was the mechanicals of the Austin Maestro and Montego.

The ending of Acclaim construction in 1984 also brought the end to the Triumph badge itself on motorcars. Although Triumph still exists on motorbikes, the car division has long since perished, together with Austin and Morris. As for the Acclaim itself, it is truly one of those rarities you won't find everyday. Today only 488 are left, which, although much more than the remaining Ital's and Ambassadors of the same period, is still a very low number. But even so, the Triumph Acclaim did show British Leyland how to make a reliable machine, even though it technically wasn't a British machine in the first place!

DB Schenkers class 92 number 92039 named "Johann Strauss" hauling 42 cargowaggons from Dollands Moor sidings to Wembley European Freight Operationss Centre in the mist on 21 January 2014.

92039 was assembled by the BRUSH Traction Company Loughborough in 1995, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.

92039 was photographed by Nicolas B being dragged through Staple, France on 15 November 2015 by ECR 77 number 019.

Price in the Netherlands fully loaded less than € 60,000.

Further particularities of the Giulia include the outstanding weight distribution across the two axles, the sophisticated suspension (Alfa Rome patent) and the most direct steering in its segment. In addition, the Alfa Romeo Giulia combines extraordinary engine performance with ample use of ultralight materials, like carbon fibre, aluminium, aluminium composite and plastic, in order to obtain the best weight-to-power ratio (less than 3 in the Quadrifoglio version).

In keeping with Alfa Romeo traditions, the new Giulia offers unique technical solutions that make it the benchmark for its segment. The more sophisticated features include the Integrated Brake System (IBS) for considerably reducing braking distance, and active suspension for exceptional comfort. Exclusive to the Quadrifoglio version, the Torque Vectoring technology affords outstanding torque distribution between the two wheels on the rear axle, and the Active Aero Splitter actively controls downforce at high speed.

Not to be forgotten, the Alfa Romeo Giulia has recently earned five prestigious Euro NCAP stars, scoring 98% in adult occupant protection. This is the highest score ever achieved by a car despite the more severe evaluation system introduced in 2015. This outstanding result was achieved by implementing two key elements: firstly, the adoption of a wide range of innovative safety systems, and secondly, the efficiency of a bodyshell that is light and rigid in equal measure, and makes extensive use of ultra-lightweight materials such as carbon-fibre, aluminium and aluminium composite.

Other Giulia Super models have a 180 HP 2.2-litre Diesel engine and a 200 HP 2.0-litre Turbo petrol engine, both with 8-speed automatic transmission and rear-wheel drive. These models have been embellished with the Sport Pack (including sports steering wheel with specific grip, aluminium inserts on the dashboard, central tunnel and door panels, as well as Xenon headlights) and Luxury Pack which includes: full grain leather seats (available in four colours: black, beige, tobacco and red), leather upholstered dashboard and door panels, heated front seats electrically adjustable to eight settings, heated steering wheel, real wood (oak or walnut) inserts on the dashboard, central tunnel and door panels, plus chrome-plated exterior window frames and electrically folding door mirrors. This car also offers refined Mopar accessories in carbon: the wing mirror housing, the front grille and the gearknob.

The stand exhibit is completed by a Competition Red Giulia Quadrifoglio, fitted with a 510 HP 2.9-litre V6 Biturbo petrol engine and presented in the sports configuration featuring 5-hole ultra light-weight 19" wheel rims, carbon ceramic brake system and Sparco seats with carbon structural shell.

The Austin-Healey Sprite is a small open sports car which was produced in the United Kingdom from 1958 to 1971. The Sprite was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, just before that year's Monaco Grand Prix. It was intended to be a low-cost model that "a chap could keep in his bike shed", yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down.

In 1961 the Sprite was joined by a badge-engineered MG version, the Midget, reviving a model name used by MG from the late 1920s through to the mid 1950s. Enthusiasts often refer to Sprites and the later Midgets collectively as "Spridgets."

The little Sprite quickly became affectionately known as the Frogeye in the UK and the Bugeye in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport. 48,987 "Frogeye" Spriters were made.

The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at M.I.R.A. (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.

The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 & Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8" inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage.

This is a TVR body spotted in the rear yard of the closed down TVR factory in Blackpool in July 2008. I would love to have had a look around inside as i bet the place is full of gems but security was very high. I think this is a 3000M model but if you know differently please add a coment.

1959 Ford Thames 300E van 1172cc

produced by Ford of Britain from 1954 to 1961. 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. It shared its bodyshell and 1172 cc sidevalve four-cylinder engine with the estate car versions of the line. Oddly, the bodyshell was optimized for use as a panel van rather than an estate with its two, short passenger doors and shorter overall length than the saloons. Initially produced only as a single model with 5 long cwt (560 lb; 254 kg) carrying capacity, the range was later expanded with the introduction of Standard and Deluxe 7 long cwt (784 lb; 356 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.

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

en.wikipedia.org/wiki/Ford_Thames_300E

Heading a train of hopper wagons a Class 66 locomotive in the livery of English, Welsh & Scottish Railways awaits the green light at Carlisle Citadel station before proceeding to Carlisle Kingmoor freight yard.

Following privatisation of British Rail's freight operations in 1996, EWS acquired the majority of them. Many of the locomotives that EWS inherited were either worn out or of dubious reliability. EWS approached General Motors, whose Electro-Motive Division (EMD) offered their JT42CWR model. This loco used the same bodyshell as the EMD built Class 59; and this gave the advantage of having a locomotive of known clearances.

The engine and traction motors were different models from those in the Class 59, whilst the newer locos incorporated GM’s version of a steering bogie. This bogie allowed the use of a 6-axle locomotive in territory ordinarily restricted to 4-axle types and also exerted lower curving forces than a conventional 3-axle bogie reducing the risk of derailment.

An initial order for 250 units was placed and these were built at GM’s Canadian plant in London, Ontario and shipped to the UK via Halifax, Nova Scotia.

In April 2005, EMD was acquired from General Motors by Babcock & Brown, a group of private investors. This new EMD has been renamed Electro-Motive Diesel Inc. and the plant in London, Ontario is now called EMCC (Electro-Motive Canada Company).

The 66s quickly became unpopular with many rail enthusiasts, not only due to their ubiquity but also due to their displacement of several older types of (mostly) British built locomotives. However their excellent reliability record has helped rail freight to remain competitive and more than 500 are now running in the UK (the engine overhaul period is ten years).

The EWS fleet includes five locomotives capable of banking heavy trains over the Lickey Incline. On these five locomotives, the knuckle coupler has been modified to allow remote release from inside the cab, whilst the train is in motion.

Following the recent takeover of EWS by the Berlin based DB Schenker operation these locomotives will be outshopped in that company’s red & grey livery. Other UK based operators running Class 66 variants include DRS, Freightliner, Jarvis Fastline and First GB Railfreight, whilst other variants of the type operate throughout Europe & Scandinavia.