View allAll Photos Tagged Bodyshell
The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.
Models were again arranged 150, 210 and Bel Air. The Bel Air Convertible shown here matched the only ope-top bodystyle with top-specification trim. The car shared a long arc chrome strip with the 210 model, which drooped at the tail and split the body in models with two-tone paint. The roof was paired to the upper bodysides (behind a vertical chromed trim feature half way along the car), along with the trunk, while the hood matched the upper bodyside, ahead of the vertical split (just behind the front door), along with the painted surface under the horizontal arc.
A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.
Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.
92029 WFAC DOLLANDSM 894E26CB07 4 * SCUNTHPRS N 21D A
DB Schenker's class 92 number 92029 named "Dante" with EWS logo built by Brush Traction, Loughborough in 1995 works the Dollands Moor Sidings to Scunthorpe Redbourne sidings on an overcast 7 January 2014. 92029 was also photographed the day before at Dollands Moor yard with a similar train (www.flickr.com/photos/35502189@N03/11824080145/).
92029 was assembled by the BRUSH Traction Company Loughborough, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.
CGS Hawke (1992-99) Engine 2993cc S4 Ford Production 115 approx
Registration Number FEP 990 W
GCS (Gary Colin Specialist) Cars was founded by partners Garry Hutton and Colin Puttock trading initially from Orpington, Kent, as part of a range of activities, they offered a ‘build service’ for customers of a variety of kit car manufacturers.
Their Hawke sportscar was developed in the early 1990s as a two door open top sportscar that bore a striking resembleance to the Morgan Plus 8though there are no common parts, unlike the Morgan which has an ash frame the Hawke has a one piece GRP bodytub with integral floor to which the nosecone, front wings, rear wheel arches, doors, bonnet, and windscreen are added. It was designed to accept Ford Cortina / Sierra donor vehicle running parts and this led to the bodyshell and wings being considerably wider than the plus 4 Morgan.
Early models used the Ford Cortina as donor for engine, gearbox, electrics, front and rear axles and suspension components. Kits were adapted to meet customer requirements and to take a variety of Ford engines, plus the Rover V8 and others, such as the Nissan 2.8 litre straight 6 and Fiat 2000. Continuous improvement saw the introduction of the Sierra as the donor vehicle with kit specific suspension components, wider wings, the use of Gel Coat on some kits and the introduction of Roll Bars to help meet SVA requirements and improve safety. With the introduction of Sierra based models, the +2 variant was quietly dropped.
CGS ceased trading in 1999, following the onset of ill health to one of the partners and the production rights, associated equipment and order book were sold to Jim Dudley of Tiger Racing. Despite input from Colin Puttock, to ensure a smooth transition of production, Tiger manufactured only a handful of vehicles before the model did not sit well with Tigers other products, In August 2003 Paul Chapman and Richard Laking of LCD purchased the Hawke project, but, after an enthusiastic start incorporating a number of improvements, notably the adaption of the kit to take the Ford Zetec range of engines, production stalled and no new kits have been produced since 2007.
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Shot at the VSCC Hillclimb, Prescot, Gloucestershire 03:08:2013 Ref 95a-888
The BMW Compact was a small family car which was basically a truncated hatchback version of the BMW E36 platform.
The car was available in 316i, 316g (compressed natural gas), 318ti and 318tds (diesel). The title Ti(Touring International) is unique to the Compact range and is used on the more powerful versions, harking back to the BMW New Class Tii models of the sixties and seventies.
From front bumper to A pillar, the Compact is identical to the BMW 3 Series (E36) sedan, sharing the front fenders, bumpers, lights, windshield, wing mirrors, and the hood. As with the entire E36 range, the E36/5 also shares an idential wheelbase. Similarities with the E36 sedan/coupe range end here; from the A pillar rearwards, the E36/5 is unique from others in the E36 range featuring unique framed doors, windows, roof, trunk pan, taillights, and suspension.
The BMW E36/5 Compact shares its suspension with the BMW Z3 and M Coupe/Roadster. The front employed the E36's standard MacPherson strut design. However the and rear suspension used a semi trailing arm from the previous model BMW 3 Series (E30) which allowed for more a lower trunk floor height, fold down rear seats, and an exterior undermounted compact spare tire.
The inherent design of the trailing arm suspension was that it favoured oversteer. It is the rarest and most sought after of the E36 318 lineup by enthusiasts, being the lightest, fastest, best handling and least expensive.
Apart from a simple one piece dashboard, the E36 Compact shared the same seats and trim as the full-sized 3-series. During 1993/4, BMW built several prototype 5-door compacts, which looked outwardly even more similar to the saloon right back to the C-pillar. However, following the initially disappointing sales response to the Compact (in comparison to the Saloon & Coupe models) BMW decided not to offer a 5-door variant. The prototypes were stripped and the bodyshells disposed of.
The E36 Compact was very popular in its home market in Europe, which prompted BMW to market the car to North America for the 1995 model year. The E36 Compact's front-engine, rear-wheel drive layout was unique for the segment, giving it no direct competitors in North America.
Morris Six MS (1948-53) Engine 2215cc S6 S6 OHC Production 12,400
Registration Number JWV 833
MORRIS SET
www.flickr.com/photos/45676495@N05/sets/72157623690377489...
The Morris Six MS was a six-cylinder midsize car made from 1948 to 1953. It was the company's first post war six-cylinder car. At launch the car was priced at £671 on the UK market.
The car was very similar to the 1948 Issigonis designed Morris Oxford series MO sharing the same bodyshell from the windscreen backwards. The bonnet was lengthened to take the overhead camshaft, single SU carburettor, 2215 cc six-cylinder engine which produced 70 bhp.
The whole car was longer than the Oxford with a wheelbase of 110 inches Suspension was independent at the front using torsion bars and at the rear there was a conventional live axle and semi elliptic springs. The steering was not by the rack and pinion fitted to the Oxford but used a lower geared Bishop Cam system. The 10 inches (250 mm) drum brakes were hydraulically operated using a Lockheed system.
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Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-187
Humber Sceptre II (1966-67) Engine 1725cc S4 OHV
Registration Number MBF 816 D
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
The Sceptre I was introduced in 1965 with a shape somewhere between the Hillman Super Minx and the Sunbeam Rapier, with the former's bodyshell and the latter's grille, quad head lights, dual overdrive and servo front disc brakes.
For 1966 the model was upgraded to the Sceptre II with a larger 1725cc engine and an Automatic option.
Shot at Cars in the Park, Lichfield 07:07:2013 REF: 89-593
The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.
Models were again arranged 150, 210 and Bel Air. The 210 Sport Coupe shown here matched the sportiest bodystyle with mid-range trim. The car now wore a long arc chrome strip which drooped at the tail ans split the body in models with two-tone paint. The roof was paired to the lower bodysides, while the trunk and hood matched the upper bodyside.
A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.
Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.
Replicar Sportif GT40 (1992) Engine 4942cc
Registration Number JGC 686 C
Chassis Number KCC 032 GT
This is a RHD GT40 replicar the fifth chassis built by Replicar Sportif in South Africa. First registered in 1993 to Kai Krige a famous South African film and TV director. After six years of ownership the car was exported to the UK and registered as a Ford GT 40. The car is believed to be based on a KVA kit. and has quality glassfibre mouldings, while the chassis is a fully triangulated space-frame with aluminium cladding. Wherever possible, genuine Ford parts were utilised to facilitate maintenance and upkeep. KVA bodyshells were produced from moulds taken from original GT40s and are recognised as among the most accurate around, being used by many other manufacturers of GT40 replicas.
. The cars interior was finished to a high standard, and power comes from a high-output Ford 302ci (5.0-litre) V8 built by Johan Liebenburg of Cobracore Engineering, Booysens, SA, blueprinted and mated to an Audi five-speed transaxle with over-sized CV joints. The engine specification includes ported cylinder heads, long duration high-lift camshaft, high-compression pistons, and chrome-moly pushrods and guide plates.
More recently the car was sold through Bonhams auction sale at Beaulieu Collectors sale in September 2013 for £ 23,000 including premiums
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Shot at The Silverstone Classic 28th July 2013 Ref 95-329
Ford Thames 300E (1954-61) Engine 1172cc S4 SV Production 196,885
Registration Number WXR 859
Ford UK/EUROPE SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Based on the Ford 100E cars the 300E was introduced in 1954 and it shared a bodyshell with the station wagon. Powered by a Ford 1172cc engine
Initially produced only as a 5cwt (250kg) carrying capacity, the range was later expanded with the introduction of the 7cwt (350kg) Standard and Deluxe variants. Total production 196,885 = 139,267 5cwt, 10,056 7cwt Standard and 47,562 7cwt Deluxe.
This van was purchased by London Transport, in June 1959 as one of a fleet of 13, to the Central Distribution Works. At the beginning of July 1959, it was transferred from Central Distribution to Lillie Bridge depot near Fulham and allocated to the Signals Engineers, remaining there until withdrawn from service at the beginning of December 1964. The unlicensed vehicle was then sold to a Mr C W Borgust of Shooters Hill, London, SW3 for private use.
Obtained and restored by Mr N Anscombe into its distinctive Chiswick Green service vehicle livery, the van was donated to the Trust and arrived at the Museum during May 1998.
Shot at the London Bus Museum Brooklands 22:10:2013 REF 79-098
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395 018
British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.
The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.
The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).
During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.
An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.
A twenty-ninth train was later added to the agreement in order to provide additional capacity.
The first train was delivered from Japan to Southampton Docks on 23 August 2007.
It was then hauled to Ashford in Kent for acceptance testing by Serco.
Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.
The final unit arrived in Southampton on 17 August 2009.
The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.
A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.
As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.
The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.
They are owned by HSBC Rail, and leased by Southeastern.
The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.
They are designed as true high-speed trains, capable of 225 km/h.
The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.
The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.
The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.
The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.
The 6-car trainsets consist of
2 Driving trailer cars each of length 20.65 metres (67.7 ft)
4 Standard motor cars of length 20.0 metres (65.6 ft)
In total the train is 121.8 metres (400 ft) long over the couplings.
The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.
The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.
The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.
The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.
Unusually for a high speed passenger train, there is no first class accommodation.
Dynacorn 1967 Camaro Show Car l poster that I created for the company showroom. This was built from a Dynacorn Replacement Body Shell and other new components. This is a rust free brand new old car.
Puma was a Brazilian specialist car manufacturer which built cars from 1967 until roughly 1997. High import tariffs effectively closed Brazil during much of this period to foreign-built cars. This limited the vehicles available to the average Brazilian to those built locally by foreign manufacturers such as Volkswagen and General Motors (which established Brazilian manufacturing plants), and the products of local companies.
The origin of what became the Puma was the DKW-Malzoni, built by Rino Malzoni of Matão in São Paulo (state) from around 1964. Malzoni was a keen auto racer and began building his own competition cars based around a DKW straight-3 two-stroke engine with a light, fiberglass-skinned bodyshell. The cars began to sell in quantities larger than he himself could build, and Malzoni founded a company with a group of other auto enthusiasts. Production started at approximately 35 cars a year, but increased to more than a hundred within a couple of years.
(Wikipedia)
- - -
In den 1950er- und 60er-Jahren versuchte Brasilien intensiv, den Anschluss an die westlichen Industrienationen zu gewinnen. Um dieses Ziel zu erreichen, wurden auch Kooperationen mit großen Automobilherstellern eingegangen.
Der begeisterte Rennfahrer Rino Malzoni aus Matão (São Paulo) begann 1964 für den Einsatz auf der Rennstrecke seinen eigenen Wettbewerbswagen zu bauen. Basis war die Technik des „DKW 3=6“ mit Zweitaktmotor und dem DKW-typischen Frontantrieb. Diese frühen Fahrzeuge werden heute „DKW-Malzoni“ genannt, damals hießen sie schlicht „GT Malzoni“, ab 1966 „GT DKW“. Das Fahrzeug bestand aus einem Zentralrohrrahmen und einer GFK-Karosserie, eine Bauart, die seit der Einführung der Corvette von Chevrolet (1953) vor allem bei Kleinserienherstellern immer beliebter wurde. Aus der ursprünglich geplanten Homologationsserie entwickelte sich aufgrund starker Nachfrage bereits im zweiten Produktionsjahr eine kleine Serienfertigung. Im Jahr 1967 erfolgte ein erster Höhepunkt mit 121 produzierten Sportwagen.
Triumph GT6 Mk2 (1968-70) Engine 1998c S6 OHV
Production 12,066
Registration Number RUT 513 G
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
Introduced in 1966 the first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. The new body was a sleek fastback design with an opening rear hatch, In essence a two seater but with a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2 litre, tuned to develop 95 hp (71 kW) with a top speed pf 106mph
The Mk.II GT6 was launched in 1978 using a 104bhp version of the six cylinder engine, with optional overdrive as available on the Mk.1. Now fitted with lower wishbone independant rear suspension. The Mk.2 also got a new facia, better ventilation for both engine bay and cockpit and Rostyle wheels, though wires were a popular option. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform with new regulations ecessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds Performance improved slightly to 107 mph
The third generation of 1970 was the GT6s last major facelift the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end,and the deletion of the chrome stripes on top of the wings . Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper "swing-spring" layout fitted to the Spitfire Mk IV. Engine output was simular to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph
Shot at Weston Park Car Show 25:04:2011 Ref 70-373
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A really sad sight on the 22nd August 1982, over a year after the closure of the Woodhead line. 76056 is dumped off its bogies on the grass at Reddish depot. A Glossop Hadfield unit stands behind. On my visit there similar bodyshells littered around the place along with rows of withdrawn examples still on their bogies.
The V12 Coupé is probably the rarest XJ40 model ever built.
Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.
The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.
The interior and bodyshell do look the bit: convincing enough to pass as a production car!
This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.
M94 FVC, a Jaguar XJ6 4.0, is the last XJ40 to come off the production line.
It is owned, like the V12 Coupé by JDHT, who incidentally use it to drive foreign visitors to/from the factories.
That most only happen rarely: this 1994 has covered only 5000 miles!
The Fiat Panda is a city car from the Italian automobile manufacturer Fiat. The first Fiat Panda was introduced in 1980, and was produced until 2003 with only a few changes. It is now sometimes referred to as the "old Panda".
Designed by Giorgetto Giugiaro, the Panda was designed as a modern day "peasant car": a cheap, basic, no-frills utility vehicle that would be easy to use and maintain. The car can be seen as a later approach to the same niche the Citroën 2CV or Renault 4 were designed to serve. Introduced in 1980, the Panda was noted for its box-like styling, which would become the house style for Fiats throughout the 1980s.
The Panda 4x4 was launched in June 1983, it was powered by a 965 cc engine with 48 bhp (36 kW) derived from that in the Autobianchi A112. Known simply as the Panda 4x4, this model was the first small, transverse-engined production car to have a 4WD system. The system itself was manually selectable, with an ultra-low first gear.
Under normal conditions starting was from second, with the fifth having the same ratio as fourth in the normal Panda. Austrian company Steyr-Puch supplied the entire drivetrain (clutch, gearbox, power take-off, three-piece propshaft, rear axle including differential and brakes) to the plant at Termini Imerese where it was fitted to the reinforced bodyshell.
Minor revisions in November 1984 saw the range renamed "L", "CL" and "S". Specifications and detailing were modified across the range including the adoption of the Fiat corporate grille across all versions. Mechanically however the cars remained largely unchanged.
Sold for £ 1.200
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
Humber introduced the Super Snipe model in 1938, a big and impressive six-cylinder machine aimed at government officials, military top brass and upper-middle-class management types.
For 1958 it was restyled as the ‘New Super Snipe’, losing the big separate wings of old in favour of a more modern unitised chassis and body which was heavily influenced by the 1955 Chevrolet. Claimed to be the largest bodyshell being built in the UK at the time, it certainly looked the part, getting even more impressive in 1960 when the Series III version gained quad headlamps.
The Series IV of 1962 had a sleeker profile with a larger glass area and opening rear quarterlights to extract the Brigadier’s pipe smoke more efficiently. The rear compartment also gained picnic trays, four ashtrays and two cigar lighters! Under the bonnet lurked a more powerful 132,5 bhp 3-litre engine, while a higher ratio rear axle and a larger 16-gallon fuel tank extended the range between pit stops.
First registered in May 1964, this Series IV had just one owner from new until 2011 when it was acquired for the collection. While the last MOT expired in December 2012 (with no advisories recorded), it is not running at present and will doubtless benefit from some thorough recommissioning before use, a process which will be eased by the informative Olyslager manual which comes with the car.
Now looking somewhat down at heel with various loose wires under the dash, it could do with a bit of general tidying to bring it back to the standard that one’s commanding officer would expect.
Puma was a Brazilian specialist car manufacturer which built cars from 1967 until roughly 1997. High import tariffs effectively closed Brazil during much of this period to foreign-built cars. This limited the vehicles available to the average Brazilian to those built locally by foreign manufacturers such as Volkswagen and General Motors (which established Brazilian manufacturing plants), and the products of local companies.
The origin of what became the Puma was the DKW-Malzoni, built by Rino Malzoni of Matão in São Paulo (state) from around 1964. Malzoni was a keen auto racer and began building his own competition cars based around a DKW straight-3 two-stroke engine with a light, fiberglass-skinned bodyshell. The cars began to sell in quantities larger than he himself could build, and Malzoni founded a company with a group of other auto enthusiasts. Production started at approximately 35 cars a year, but increased to more than a hundred within a couple of years.
(Wikipedia)
- - -
In den 1950er- und 60er-Jahren versuchte Brasilien intensiv, den Anschluss an die westlichen Industrienationen zu gewinnen. Um dieses Ziel zu erreichen, wurden auch Kooperationen mit großen Automobilherstellern eingegangen.
Der begeisterte Rennfahrer Rino Malzoni aus Matão (São Paulo) begann 1964 für den Einsatz auf der Rennstrecke seinen eigenen Wettbewerbswagen zu bauen. Basis war die Technik des „DKW 3=6“ mit Zweitaktmotor und dem DKW-typischen Frontantrieb. Diese frühen Fahrzeuge werden heute „DKW-Malzoni“ genannt, damals hießen sie schlicht „GT Malzoni“, ab 1966 „GT DKW“. Das Fahrzeug bestand aus einem Zentralrohrrahmen und einer GFK-Karosserie, eine Bauart, die seit der Einführung der Corvette von Chevrolet (1953) vor allem bei Kleinserienherstellern immer beliebter wurde. Aus der ursprünglich geplanten Homologationsserie entwickelte sich aufgrund starker Nachfrage bereits im zweiten Produktionsjahr eine kleine Serienfertigung. Im Jahr 1967 erfolgte ein erster Höhepunkt mit 121 produzierten Sportwagen.
DB Schenkers class 92 number 92039 named "Johann Strauss" hauling 42 cargowaggons from Dollands Moor sidings to Wembley European Freight Operationss Centre in the mist on 21 January 2014.
92039 was assembled by the BRUSH Traction Company Loughborough in 1995, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.
92039 was photographed by Nicolas B being dragged through Staple, France on 15 November 2015 by ECR 77 number 019.
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!
Vivarail 3-car Class 230 DMU 230001 stabled in Nuneaton Civil Engineers Sidings. The 3 carriages of 230001 are numbered 300101 300201 & 300001.
From the Vivarail website;
About Vivarail.
Vivarail Ltd. was formed in 2012 to produce a new type of rolling stock designed specifically for local rail services – the D-Train. Vivarail is headed by Adrian Shooter CBE, previously Chairman of Chiltern Railways, and the development team draws on almost 200 years’ experience in railway engineering and operations. The company is privately funded, in association with an international company that has a successful track record in railway developments worldwide. It is based at a rail-connected site in central England with full manufacturing facilities and a dedicated 4km test track.
The Vivarail D-Train – delivering local rail solutions.
Traffic on Britain’s regional rail routes is growing quickly, but suitable rolling stock is in short supply. Existing diesel trains are fully utilised, and many older vehicles no longer meet passengers’ aspirations. Network-wide electrification can be the solution in the long term, but this will take time – and more capacity and better comfort are needed now.
The answer to this problem is Vivarail’s D-train – a new concept that can supplement or replace existing trains, upgrade services and equip new routes, at a fraction of the cost of buying conventional new rolling stock.
New technology in a proven package.
The D-Train uses proven technology and innovative systems to give low costs, early delivery, faster acceleration, increased capacity and more comfort. The bodyshells and bogies from surplus London Underground District Line trains are combined with new diesel engines and modern control systems to create Diesel Multiple Unit (DMUs). 2- and 3-car units can be supplied, with interior layouts configured for City, Commuter or Country rail services. The D-Train meets all current standards up to and including the 2020 PRM-TSI regulations.
The green machine.
D-Trains will provide significant environmental benefits. The diesel engines meet the latest EU emission standards, and energy consumption and noise are minimised due to the “stop-start” engine technology and the trains’ light weight. The use of upcycled major components will greatly reduce CO2 emissions during construction – and D-trains will be built in Britain!
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
Class 92 number 92003 named "Beethoven" in British Rail two-tone grey with EWS Red & Yellow logo, three 'O' shaped channel tunnel roundel logos and a Crewe Electric Depot eagle plaque travels light engine from Dollands Moor Sidings to Wembley European Freight Operating Centre on 5 April 2014. 92003 is famed for being the last British Rail train ever to run, just as this one running from Dollands Moor to Wembley at 23:15 on 21 November 1997.
92003 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. 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.
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.
The handrail poles are now in so I have made a start on the second stage of painting. The inside of the bodyshell needs doing before the bulkheads go in.
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!
Though filled with promise, sadly Triumph's tenure in cars was not meant to be after it had been ransacked by British Leyland and its poorly built TR7's. Here we have the end of their legacy, a 1984 Triumph Acclaim which slipped silently off the production line, no pomp, no ceremony, it disappeared out the door, taking the Triumph name with it.
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!
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.
Porsche 911 Carrera RS (1973-74) Engine 2687cc HO6 OC Production 1580
Registration Number PGF 270 L
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.
Shot at the Pomeroy Trophy Silverstone 25th February 2012 Ref 74-476
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1971 Mercedes 280SE 3.5.
H&H classic car auction, Buxton -
"Chassis Number: 108.05722.005586
Engine Number: 116.980.22007988
CC: 3499
Body Colour: Mittelblau Blue
Trim Colour: Brown
MOT Expiry Date: Dec 2015
- Extensively restored between 1990 and 1997 but bills retained
- MB Tex Tan upholstery, auto, elec sunroof / windows, lots of history
- Said to be in 'good overall' order, dealer's workshop manual, MOT'd till Dec
Further Info:
Among the fastest, most luxurious saloons of its generation, the four-door Mercedes-Benz 280SE 3.5 was introduced at the 1970 Amsterdam Motor Show. The work of Paul Bracq, its elegant, understated lines were shared with the rest of the W108 range but gave little clue as to the newcomer's reputed 125mph potential. Based around a beautifully engineered monocoque bodyshell equipped with all-round independent suspension (double-wishbone front / swing-axle rear), power-assisted recirculating ball steering and four-wheel disc brakes, the model was powered by a freshly developed 3499cc SOHC V8 engine allied to four-speed automatic transmission. Credited with developing some 200bhp and 211lbft, the all-alloy powerplant was feted for its flexibility, refinement and punch. Only in production between July 1970 and September 1972, the 280SE 3.5 is notable as one of the last Mercedes' saloons to be handbuilt.
Reportedly boasting ownership records back to 1979 and maintenance records back to 1999, 'HNP 866J' is further understood to have been extensively restored between 1990 and 1997 (though, its then keeper has retained all the relevant bills). Finished in Mittelblau Blue with Brown MB Tex upholstery, the 280SE 3.5 Saloon is described by the vendor as being in 'good' condition with regard to its 3499cc V8 engine, four-speed automatic transmission, electrical equipment, bodywork and paintwork, while he rates the interior trim as 'excellent'. Offered for sale with the aforementioned history file, dealer's workshop manual and MOT certificate valid until December 20th 2015."
Sold for £7168 on an estimate of £8000 to £10,000.
Class 442. 2415. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Operating the 1A61 1318 Brighton to London Victoria service. Seen at Brighton Station.
These units were new to the South Western division of Network SouthEast operating services from London Waterloo to Weymouth. These were withdrawn from South West Trains and eventually transferred to Southern Railway to primarily operate the Gatwick Express services.
Reliant Sabre Six 2S (1962-64) Engine 1703cc S6 OHV Production 208
Registration Number AFH 516 B
RELIANT SET
www.flickr.com/photos/45676495@N05/sets/72157623815081608...
Developed in collaboration with the Israeli motor company Autocars, the first Sabres appeared in 1961 as two-door convertibles, front-engined, rear-drive, with four-cylinder OHV Ford Consul (later "Zephyr 4") engines of 1,703 cc. They had front disc brakes, rack and pinion steering, and a ZF all-synchro gearbox. The front suspension was an unusual leading-arm set-up. Power output was 73 bhp (54 kW) giving at least 90 mph (140 km/h). The bodyshells were originally based upon the Ashley 1172 to which Reliant had acquired the rights. Coupés were introduced in June 1962,
An update to the original Sabre with a restyled front end, and for 1964 wishbone front suspension. 109bhp Ford engine with electric fan cooling, triple overdrive option and a ZF gearbox.
Shot at Weston Park Car Show 25:04:2011 Ref 70-307
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The registration is from East Ham in London, between 1915 to 1965. Source: British Registrations. As this is a right-hand drive version it probably came into this country as a Chrysler Heston (the British version of the Airflow) and would have been assembled at Kew near London. The hood and grille projecting forward to give the car a longer look, coupled with the altered bumpers, headlight surrounds and hood louvres on the side make this a 1935 Chrysler Airflow Imperial.
This car was pictured at the National Railway Museum in York. It was there to demonstrate the fact that streamlining (i.e. aerodynamic design) moved into transport design in the 1930s. (The Duchess of Hamilton loco in these shots was actually built after the Chrysler and even the loco's designers felt that the disadvantages of the streamlining outweighed the benefits. The streamlining was fitted largely for publicity reasons.) Indeed, the Chrysler Airflow was shown with a streamlined loco, as well as being likened to an arrow, in one of its adverts.
A Chrysler engineer by the name of Carl Breer started to apply wind tunnel tests to scale models and eventually decided that current car design was inefficient and new principles should be applied to improve aerodynamic efficiency. This resulted in the Chrysler Airflow. (The Chrysler PT Cruiser was designed as a modern interpretation of the Chrysler Airflow.)
These new principles included monocoque, or uni-body, design as opposed the two-box design used at the time. The car was also lower and sleeker than other cars and employed many other new design features including: raked two-piece windshield; steel body shell around the passengers; bodyshell sitting between the axles.
Unfortunately, despite the car being a design classic the American public did not take to the streamlined Airflow and it did not sell well. This was also due in part to manufacturing problems that hampered not only production of the cars but also their reliability. The Airflow was only produced between 1934 and 1937.
A good site for Chrysler Airflow photos of all models.
A more detailed technical history of the Chrysler Airflow.
A 1936 model that sold for $57,200 in July 2010.
There are a number of very good shots of this same car on Flickr:
2007 #18/180 Custom ´64 Galaxie.
2007 New Models (18/36).
Hot Wheels.
Escala 1/64.
Made in Malaysia.
"Dark Red color, Chrome Plastic Chassis, Tinted windows and Black interior color."
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Custom '64 Galaxie
Debut Series
2007 New Models
Produced
2007 - Present
Designer
Phil Riehlman
Number
K6150
Description
"The Custom '64 Galaxie is a Hot Wheels casting based on the production car of the same name, debuting in the 2007 New Models.
It was slated for use in the 2007 Ultra Hots Series , and a new tool was made with an opening hood and visible engine, but was never produced. Some newer versions of the casting use the new interior piece with the engine invisible underneath the body."
Source: hotwheels.wikia.com/wiki/Custom_%2764_Galaxie
More info:
hotwheels.wikia.com/wiki/2007_New_Models
twolanedesktop.blogspot.com/2014/09/hot-wheels-custom-196...
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1964 Ford Galaxie
"The 1964 Galaxie was described by Ford as "a car bred in open competition and built for total performance".
For 1964, there were 16 models to choose from to include different varieties of sedans, hardtops, convertibles, and wagons. This Galaxie carried much the same lines as the 1963 with new distinctive styling through new trim moldings, grill and rear panel design, and all new interior trim styling.
Ford offered the Galaxie 500 in the sedan, hardtop and convertible body styles.
The Galaxie 500XL was offered in the sedan, hardtop, and convertible as well. The 500XL was the deluxe model with standard plush vinyl bucket seats with console, special XL trim moldings and ornamentation and standard equipment V-8 engine., and full wheel covers.
1964 was another year of awesome performance with six different engine choices. The most notable was the Thunderbird 390 V-8 engine at 300 horsepower, and two versions of the all powerful 427 power plant. Both a four barrel and dual carburetor version were offered at 410, and 425 horsepower respectively. For transmissions, Ford offered much the same as 1963. The four speed was standard euipment on 427 engine sizes and optional equipment on 390. Ford discontinued the 406 engine for 1964 which was now replaced by the 427. Ford also built a number of 427 Fiberglass race equipped Galaxies for 1964.
Many consider the 1964 the most attractive Galaxie ever built. The 1964 Fords are also legendary for their racing history as many of the factory lightweight cars were used by the Ford Motor Company extensively on the race track. This racing experience gave these cars instant popularity that continues to the current day."
Source: www.dearbornclassics.com/galaxie.html
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Ford Galaxie
From Wikipedia, the free encyclopedia
"The Ford Galaxie was a full-size car built in the United States by the Ford Motor Company for model years 1959 through 1974. The name was used for the top models in Ford's full-size range from 1959 until 1961, in a marketing attempt to appeal to the excitement surrounding the Space Race. In 1962, all full-size Fords wore the Galaxie badge, with "500" and "500/XL" denoting the higher series. The Galaxie 500/LTD was introduced for 1965 followed by the Galaxie 500 7-Litre in 1966. The Galaxie 500 part was dropped from the LTD in 1966, and from the XL in 1967; however the basic series structuring levels were maintained. The "regular" Galaxie 500 continued below the LTD as Ford's mid-level full-size model from 1965 until its demise at the end of the 1974 model year.
The Galaxie was the high volume counterpart to the Chevrolet Impala. Some Galaxies were high-performance, racing specification machines, a larger forebear to the muscle car era. Others were plain family sedans."
(...)
Second generation 1960–1964.
"The 1960 Galaxie was all-new in style, abandoning the ostentatious ornamentation of the 1950s for a futuristic, sleek look. A new body style this year was the Starliner, featuring a huge, curving rear observation window on a pillarless, hardtop bodyshell. The formal roofed 2-door hardtop was not available this year, but the roofline was used for the Galaxie 2-door pillared sedan, complete with chromed window frames."
(...)
1961
"For 1961, the bodywork was redone again, although the underpinnings were the same as in 1960.
(...) the 1961 Galaxie offered a new 390 CID (6.4 L) version of Ford's FE series pushrod V8, which was available with either a four-barrel carburetor or, for serious performance, three two-barrel carburetors."
(...)
1962
"For 1962, the Galaxie name was applied to all of Ford's full size models, as the Fairlane moved to a new intermediate and Custom was temporarily retired. New top-line Galaxie 500 (two-door sedan and hardtop, four-door sedan and hardtop, and "Sunliner" convertible) models offered plusher interiors, more chrome trim outside, and a few additional luxury items over and above what was standard on the plainer Galaxie models. Base Galaxie models were available in two- and four-door sedans as well as the plain Ranch Wagon.
(...) The 292 cu in (4.8 l) V8 was standard on the 500/XL. The XL had as sportier trim inside and out as part of the package. "
(...)
1963
"For 1963, Ford saw no reason to radically change a good thing, and the 1963 model was essentially unchanged save for some freshening and added trim; windshields were reshaped and a four-door hardtop 500/XL was added."
(...)
1964
"Model year 1964 was the fourth and final year of this body style. Interior trim was much altered, and the exterior featured a more sculpted look which was actually designed to make the car more aerodynamic for NASCAR. The formal-roof "boxtop" style was replaced by a slanted-roof design for all non-wagon or convertible models, including sedans. Ford's quality control, spotty when the first Galaxie was introduced, was now as good as it ever was, and many 1964 Fords passed the 100,000-mile (160,000 km) mark intact. The 1964 models gained an enviable reputation as durable, comfortable cars that offered decent handling and road-ability at a reasonable price, so it is no wonder they sold so well."
(...)
Lovely Morris Mini Cooper S, dating from 1966, is seen attending the 2025 Kop Hill Climb at Princes Risborough.
This particular vehicle had a complete rebuild using the body of a Mk.III Mini.
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
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.
1964 Studebaker Truck... custom built using original Studebaker chassis and bodyshell, used for regular towing duty I was told by the owner
The VAZ-2101 is a compact sedan car (small class, passenger car, model 1 in Soviet classification) produced by AvtoVAZ and introduced in 1970. The estate version was known as the VAZ-2102. VAZ had been founded in the mid-1960s as a collaboration between Fiat and the Soviet government, and the 2101 was its first product. Better known as the Lada outside the former Soviet Union, the 2101 is a re-engineered version of the Fiat 124 tailored for the nations of the Eastern Bloc, but was widely exported to the West as a budget "no-frills" car. Although the facelifted VAZ-2105, 2104 & 2107 versions largely replaced it in the West in the early 1980s, it was still produced for the domestic market as late as 1988.
Known as the Zhiguli within the Soviet Union, the main differences between the VAZ-2101 and the Fiat 124 are the use of thicker gauge steel for the bodyshell, an overhead camshaft engine (in place of the original Fiat OHV unit), and the use of aluminium drum brakes on the rear wheels in place of disc brakes. Early versions of the car featured a starting handle for cranking the engine manually should the battery go flat in Siberian winter conditions, and an auxiliary fuel pump.
AvtoVAZ were forbidden from selling the car in competing markets alongside Fiat 124; however, exports to Western European nations began in 1974 when the 124 was discontinued in favour of Fiat's newer 131 Mirafiori model. The 2101 was sold in export markets as the Lada 1200, Lada 1300 and Lada 1200S until 1989; it was sold in the United Kingdom from May 1974, until the arrival of the Riva in 1983. It was the first Lada to be sold in the United Kingdom.
The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.
Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.
If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.
This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.
The bodyshell of 86209 is lowered onto the special trailers for transport to Crewe after the derailment at Watford in Jan. 1975
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number UFA 823 J
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.
Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Shot at the Masters Historic Festival, Oulton Park 17:03:2012 Ref 82-227
The Clan Crusader is a fibreglass monocoque sports two-seater, powered by the Rootes Imp Sport engine, with suspension and main running gear from the same manufacturer.
The Crusader was originally conceived by a group of Lotus engineers in the late '60s. Paul Haussauer formed the Clan Motor Company and developed a prototype vehicle with the assistance of Brian Luff. The styling for the Crusader was by John Frayling.
Initial production of the first few cars started in a nursery factory in Washington, Tyne-and-Wear. They were completed and registered by July 1971. A purpose built factory unit was leased, taking advantage of government grants designed to improve employment in the area.
By the official start of production, in September 1971, five cars a week were being produced. This continued despite the coal miners' strike the next winter, the knock on effect of which caused supply problems. This prevented, to some extent, the growth of production, the factory being capable of four times this throughput.
Approximately 350 cars were built by Clan Motor Company including 19 specifically for competiton use. Some at the beginning being sold in component form, i.e. bodyshell fully trimmed, all wiring, glass and piping fitted. (in the same way as Lotus Elans) to beat the 25% purchase tax. With the advent of VAT, component kits were dropped. In May 1972 the Crusader was successfully crash tested at M.I.R.A.
Production ceased in late 1973 due to the company's financial difficulties, even though sales were still good. Several finished and part-finished cars were sold after the company's closure.
Cowley Factory British Leyland 1971. Morris Marina bare metal bodyshells undergoing preparation for paint.
Collection: British Leyland
Date: 1971
Reference Number: C210669-MorrisMarinaShells-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/.
Fleet / Reg: 1057 (EFV 148)
Chassis: Leyland Royal Tiger
Body: Duple Roadmaster
Model: Much modified Dinky diecast from 1950's
Notes: Dinky Bodyshell modified with Mark Hughes white metal wheelarch inserts, Boltons Bits window sliders and an EFE interior and chassis. Other changes include new lights and grill, new windscreens, new upper trim, thinned window pillars and added details. Ex Standerwick coach modelled in it's last couple of years with the Ribble main fleet..
Footnote: This model won the 'Best in show' title and trophy at the 2011 Crewe Model Bus Federation show.
Volkswagen Golf Clipper Cabriolet (1980-93) 1781cc S4 OC Production 400871 (all Cabriolet)
Registration Number K 554 JMY
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
Also available with 1457cc and 1585cc engines. Based on the Mk.1 Golf, Karmann at Osnabruck engineered and carried out the conversions, initially using the 1.8 ltr 112bhp GLi three door as abasis. over the next thirteen years and still using the Mk.1 bodyshell sevral variations of the Cabriolet were built. Replaced in 1993 by a mk.III Cabriolet.
Shot at Cars in the Park, Lichfield 01:07:2012 Ref: 86-160
Triumph Dolomite 1850HL 1980
Triumph Dolomite was presented at the London Motor Show in October 1971. However due to a number of strikes and other industrial upsets, the car was not reported to be in full production until October 1972.[2] The name ;Dolomite had been used by Triumph for a range of models prior to the Second World War and this name was revived for the new car. The car used the longer bodyshell of the front wheel drive Triumph 1500, but with the majority of the running gear carried over from the rear wheel drive Triumph Toledo.
Initially, the only version available used the new slant-four 1854 cc engine, providing 91 bhp (68 kW) which offered sprightly performance. This was a version of the engine that the company was already providing to Saab for use in their 99 model.[3]
The car was aimed at the then-new compact performance-luxury sector, vying for sales against cars such as the BMW 2002 and Ford Cortina GXL, and was offered with a high level of standard equipment, including twin headlamps, a clock, full instrumentation, luxury seats and carpets, a heated rear window, and a cigar lighter. Styling was similar to the Triumph 1500, with some updates such as a black painted rear panel, Vinyl D-posts, and new wheel trims. The car was capable of 100 mph (160 km/h), with 60 mph (97 km/h) coming up in just over 11 seconds. An overdrive gearbox was soon made optional, offering relaxed motorway cruising and improved fuel economy, and there was also an optional automatic transmission.