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"OI Get yer hands off my train" said the lady that cleans them, my wife took no notice and posed with 395 002 Sebastian Coe
British Rail Class 395 is a dual-voltage electric multiple unit (EMU) used by train operating company Southeastern for its services along High Speed 1 and onwards to the Kent coast.
The trains were built in Japan by Hitachi and shipped to the United Kingdom to operate new high speed domestic services.
The trains are among the fastest operating domestic service trains in the United Kingdom, capable of running at a maximum speed of 140 mph (225 km/h).
During the 2012 Summer Olympics, Class 395 trains will be used to provide the Javelin shuttle service for visitors to the Olympic Games' main venue in Stratford and so the name Javelin has become a common nickname.
An order worth £250 million was placed with Hitachi Europe for 28 high-speed ‘A-trains’ in 2004.
A twenty-ninth train was later added to the agreement in order to provide additional capacity.
The first train was delivered from Japan to Southampton Docks on 23 August 2007.
It was then hauled to Ashford in Kent for acceptance testing by Serco.
Three more trains were delivered in 2007, with the remainder of the fleet in 2008–2009.
The final unit arrived in Southampton on 17 August 2009.
The first of the trains to be delivered was present at the official opening of High Speed 1 and St Pancras station on 6 November 2007.
A regular service commenced on 13 December 2009, with 2 trains per hour serving Faversham via Chatham and Gravesend, and 2 trains per hour travelling to Ashford International, where 1 train continues on to Dover Priory, and the other to Margate via Canterbury West.
As of September 2011 extra services run in peak hours from London to Ebbsfleet and Maidstone West, and some Dover Priory trains are extended to Sandwich and Faversham trains to Broadstairs.
The trains run up to 140 mph (225 km/h) on High Speed 1, but are restricted to 100 mph (160 km/h) on the South Eastern classic main lines and are based at a £53m five-road depot south of Ashford International railway station in Ashford, Kent, with stabling also at Ramsgate and Faversham.
They are owned by HSBC Rail, and leased by Southeastern.
The Class 395 units incorporate design elements from Hitachi's A-Train family including friction stir welded aluminium bodyshells, as well as elements of the 400 Series mini-shinkansen's design, the bogies are derived from shinkansen bogies.
They are designed as true high-speed trains, capable of 225 km/h.
The cab designs bear a resemblance to the 885 series EMUs used on limited express services on Japan's narrow gauge network.
The units are dual voltage, able to operate on third rail 750V DC and 25kV AC 50 Hz overhead electrification systems.
The train is equipped with GPS positioning equipment and a database to calculate the train’s exact position.
The pressure-sealed doors on each car can only be opened with an exact alignment to the platform.
The 6-car trainsets consist of
2 Driving trailer cars each of length 20.65 metres (67.7 ft)
4 Standard motor cars of length 20.0 metres (65.6 ft)
In total the train is 121.8 metres (400 ft) long over the couplings.
The train is unusual for a high speed train in that the doors and vestibules are not set at the ends over the bogies as on most long-distance trains (e.g. Mk 4 carriages), but in order to reduce dwell times (i.e. the waiting time at the station) they are set at approximately ¼ and ¾ along the carriage, which allows for faster loading and unloading, like most commuter trains (e.g. Electrostar); this means that the ride quality for passengers sitting over the bogies is diminished (due to transmission of vibration through the floor), though the quality of track on High Speed 1 is relatively high and the trains will not be used at speed on other lines.
The 395 has internally-hung sliding pocket doors, rather than plug doors; this has meant the sacrifice of a smooth external profile.
The door system is identical to that in use on the Japanese Shinkansen or bullet train and has over 40 years of operational experience and development.
The Class 395's seating capacity is as follows: Each DPT (1) vehicle seats 28, has 12 tip up seats in the wheelchair parking area and one RVAR wheelchair accessible toilet, each MS vehicle (four per a six carriage EMU train) seats 66 and finally each DPT (2) vehicle seats 48 and has one standard toilet.
Unusually for a high speed passenger train, there is no first class accommodation.
Now I like a Mark II Escort, and this is one of my favourites. I've got a model of this too.
Having been dropped from production in July 1980, this car was especially prepared for the 1981 Lombard RAC GB rally, utilising a 1977 MkII bodyshell & chassis .
Ari Vatanen finished second, clinching the drivers WRC.
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.
The second-generation Volkswagen Golf (also known as the Typ 19E until the 1991 model year, and Typ 1G thereafter) was launched in Europe at the Frankfurt Motor Show in September 1983, with sales beginning in its homeland and most other left-hand drive markets soon after. It debuted in March 1984 on the right-hand drive British market, and it was introduced as a 1985 model in the United States. It featured a larger bodyshell, and a wider range of engine options.
During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called "Big Bumpers", which were introduced in the European market with an August 1989 facelift.
The successful Golf GTI (or, in the US, simply "GTI") was continued with the Mk2 as a sporty 3- or 5-door hatchback. Like late Mk1 GTIs, it featured a naturally aspirated Bosch K-Jetronic fuel injected 1,781 cc (1.8 L; 108.7 cu in) Inline-four engine developing 112 PS (82.4 kW; 110.5 hp). In 1986 (1987 for North America) a Golf GTI 16V was introduced; here the 1.8 litre engine output was 139 PS (137 hp; 102 kW) at 6,100 rpm (or 129 metric horsepower (95 kW) for the catalyst version) and 168 newton metres (124 lbf⋅ft) at 4,600 rpm of torque,[6] the model was marked by discreet red-and-black "16V" badges front and rear. US/Canadian GTIs were later equipped with 2.0, 16-valve engines, available in the Passat and Corrado outside North America. In 1990, like the Golf, the GTI was given a facelift, and the "Big Bumper" became standard on all GTIs.
Being October, which had always been the LUGNuts anniversary month, this Mk2 VW Golf GTi has been built to the 42nd challenge theme 'Autos aus Deutschland'.
1. HGTCC - Brands Hatch 3rd May '08, 2. HGTCC - Brands Hatch 3rd May '08, 3. HGTCC - Brands Hatch 3rd May '08, 4. Camaro Pro-Street Drag Car - Therapy, 5. Hillman Imp, 6. Goodwood '97, 7. Gurston Down Hillclimb '90 - Audi Sport Quattro SWB, 8. BMW M3 E30,
9. Classics on the Common '08, 10. Classics on the Common '08, 11. Coke Cans, 12. Ford Anglia - Classic Ford Show - Santa Pod 1st June '08, 13. X-Pack Ford Escort RS2000 Bodyshell, 14. Top Hat Pre '66 Saloons - Brands Hatch 26th May '08, 15. Prescott Speed Hillclimb '90 - MGB V8, 16. Goodwood Festival of Speed '97 - Works WRC Ford Escort Cosworth,
17. Camaro Pro-Street Drag Car - Therapy, 18. Alfa Romeo 6C, 19. Gurston Down Hillclimb '90 - Audi Sport Quattro SWB, 20. Brands Hatch 23rd Sept '06, 21. Masters Racing Series '07 Brands Hatch 25th May '07, 22. Silk Cut Jaguar XJR11 V6 Twin Turbo, 23. Ford Mustang, 24. Prodrive Open Day '07,
25. James Bond's Vanquish, 26. Brands Hatch 23rd Sept '07, 27. Feisty, 28. Rockingham Stages 13th Dec '08, 29. Night Racing - Brands Hatch 15th Nov '08, 30. Into The Night - Brands Hatch 15th Nov '08, 31. Porsche 911 RSR, 32. Brands Hatch 26th Oct '08,
33. Brands Hatch 25/08/08, 34. HGTCC - Brands Hatch 3rd May '08, 35. Britcar - Brands Hatch 3rd May '08, 36. Absolut Vodka - Raspberri, 37. Lydden Hill Rallycross - Late 80s, 38. Mini at North Weald sprint - Late 80s, 39. Renault 5 Turbo 2, 40. MG Metro 6R4 - Race Retro '08,
41. Hillman Imp, 42. Maguire Mini @ Gurston Down Hillclimb '90, 43. Modified Production Saloons - Mallory Park '90, 44. Lydden Hill International Rallycross '87, 45. Rally Day '06 @ Castle Combe, 46. Porsche Carrera Cup, 47. TVR V8 powered Mk1 Ford Escort, 48. Rally Day '07 - Castle Combe,
49. Ferrari 430 GT3 - Brands Hatch 15th Nov '08, 50. Going Home, 51. No.176 - The Official Starting Grid Pool, 52. Masters Racing Series - Brands Hatch 26th May '08, 53. Rally Day '07 - Castle Combe, 54. Classic Ford Show - Santa Pod 1st June '08, 55. Masters Racing Series - Brands Hatch 26th May '08, 56. March 761 - Masters Racing Series - Brands Hatch 26th May '08,
57. Masters Racing Series - Brands Hatch 26th May '08, 58. My old 6R4 - G610HFV, 59. HGTCC - Brands Hatch 3rd May '08, 60. Britcar - Brands Hatch 3rd May '08, 61. Britcar - Brands Hatch 3rd May '08, 62. Absolut Vodka - Citron, 63. Porsche RSR - Silverstone 1987, 64. Goodwood Festival of Speed '97 - Ferrari P4,
65. Ford Capri - Race Retro '08, 66. Lydden Hill International Rallycross '87, 67. Prescott Hillclimb - '88, 68. GMW862D, 69. Rally Day '06 @ Castle Combe, 70. Audi Sport Quattro., 71. Brands Hatch 23rd Sept '06, 72. Aston Martin
Created with fd's Flickr Toys.
Rene Bonnet Djet (1962-64 as Rene Bonnet (1965-67) Matra) Engine 1108cc S4 OHV Renault Cleon Production 198 (as Bonnet = 179 1108cc + 21 1491cc) + 1491 as Matra Djet)
Registration Number BAE 703 B
Originally designed by Rene Bonnet and later mdified for Matra production by Jaques Hubert. The car had various names in its life from 1962 till 1967: René Bonnet Djet, Matra Bonnet Djet, Matra Sports Djet and finally Matra Sports Jet. with this early 1108cc Djet later referred to as Djet 1.
The car is powered by a 1,108 cc Renault 8 mid-engine mated to a Renault Estafette gearbox, giving a top speed of 165 km/h (103 mph). The fiberglass body was made by Matra, which was glued to a steel chassis. Matra also provided the factory where the Djets were built, in Romorantin.
The Djet had a very modern design with disc brakes and independent suspension with wishbones and coil springs all around.
The two seater Djet became the world's first mid-engined production road car, on its introduction in 1962, beating the de Tomaso Vallelunga which was introduced in 1963 and weigh in at only 600kg.
When Bonnet got into financial troubles, Matra (who supplied both the bodyshells and the factory location) took over René Bonnet Automobiles and its debts in October 1964 and production of the original Djet ceased in December 1964. It was considered a great opportunity by Matra's CEO, Jean-Luc Lagardère, to expand Matra's business to the automobile market. Matra hired former Simca designer Philippe Guédon and modified the original Bonnet Djet, the car became slightly bigger
Thanks for 16.9 Million views
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Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-210
Basis : Jaguar E-Type V12 Series 3 2+2 Coupé
Chassis n° UC1S73059BW
Estimated : CHF 170.000 - 220.000
Unsold
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 2019
"What we've done is give an E-Type Jaguar the total functionality of an XKR. The Beacham E-Type is destined for the classic enthusiast who requires reliability along with modern technology and all mod cons, plus a serious fun factor." - Beacham Ltd.
One of the biggest names in the classic Jaguar world, Beacham first caught the motoring public's imagination back in the late 1980s when the company, based at Hawke's Bay in New Zealand's North Island, began offering its comprehensively restored, re-engineered and updated Jaguar Mark 2 saloons. Since then Dr Greg Beacham's company has expanded its activities to include restoration and upgrades for the Jaguar XK150, Aston Martin DB4, various Rolls-Royce and Bentley models and, of course, the immortal E-Type.
Automotive technology, though, does not stand still and today, more than half a century since the E-Type's launch, there is a growing market for improved versions of this iconic model combining its beautiful classic looks with modern performance, handling and comfort. Beacham's approach is to build the V8 engine, driver train and running gear of the Jaguar XKR sports car into an original E-Type bodyshell.
Firstly, it must be said that the Beacham E-type is very rapid, travelling from 0-60 mph in around six seconds. Plus, it features superb steering and handling because it has been re-engineered from the wheels up. Externally the Beacham looks very familiar, the only real give-aways for the sharp-eyed being the contemporary Jaguar mirrors and door handles; the air scoop under the front bumper; and the bigger tyres and chrome wire wheels. (The latter are genuine, and original, Jaguar factory options.) However, it is beneath the skin and inside the cabin where the most obvious changes are to be found.
The Beacham E-type is crammed full of technology: ABS brakes, traction control, anti-dive suspension geometry and more. Included is a full complement of comfort and safety systems: power-adjustable steering wheel and side mirrors, all with memory function; climate control and electric windows; SRS/airbag systems; and a power-operated convertible roof. In addition there is a premium sound system and GPS, all set into a bespoke polished wood-veneer dashboard. Trimmed in supple new leather, the modern seats have all the power controls from current Jaguars.
A new sub-frame was devised to house the XKR V8 engine and front suspension, and the integration of the mechanical components must be considered a remarkable engineering feat. Underneath, the car is a work of art. The stainless-steel exhaust system is of the highest order, and everywhere there is evidence of the closest attention to detail. But exchanging modern technology for old involves more than fabricating new engine mounts and re-routing exhaust systems. Combining the electronics of modern engines, transmissions, and systems such as airbags and ABS with existing electronics is a startling achievement for a small manufacturer.
Based on a US-market Series 3 V12 2+2 Coupé, the example offered here was completed in 2015 and first registered in the UK on 21st July of that year, since when it has had two owners. Finished in dark blue metallic with tan leather interior, this E-Type has automatic transmission and features power steering, air conditioning, electric folding roof, ABS, electrically operated seats and boot lid, removable hard top, electric windows, trip computer, CD player, and an alarm. Only 1,144 km have been covered from new and the car is presented in commensurately good condition.
MB55. / MB120. (M.I.)
Ford Sierra XR4i (1983-1985).
White & black, #1, GEMINI, N. COOPER dark blue, British Open Rally Championship, Tudor Webasto Manx Rally,, Shell Oils decals.
Escala 1/58.
Machbox Superfast.
Matchbox Toys Ltd.
Made in Thailand.
©1983.
Produced from 1983 to 1993.
This variation was issued in 1992-1993.
Sources:
matchbox.wikia.com/wiki/Ford_Sierra_XR4i
www.bamca.org/cgi-bin/vars.cgi?mod=MB120&var=45a
More info:
www.bamca.org/cgi-bin/single.cgi?id=MB120
www.bamca.org/cgi-bin/vars.cgi?mod=MB120
www.cfalkensteiner.com/Matchbox/Catalog/MI/MI001-200/MI12...
www.toymart.com/Matchbox-55h-Ford-Sierra-XR4i/11834
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XR4i [ Ford Sierra ]
"In 1983, the high-performance XR4i version was introduced.
It utilised the same 2.8 L Cologne engine as used in the Ford Capri 2.8 Injection of that era and sported a restyled version of the 3-door Sierra bodyshell.
The double rear spoiler and curious multi-pillared rear windows were considered over-styled by some prospective buyers, and the car never achieved the cult status of the smaller Fiesta XR2 and Escort XR3i.
A version of the XR4i with a 2.3 L turbocharged engine was sold in the United States as the Merkur XR4Ti. The XR4Ti was raced in Europe, most notably by Andy Rouse who used one to win the 1985 BTCC."
(...)
"In 1985 the XR4i was replaced by the XR4x4, which was based on the five-door hatchback, had four-wheel drive and was powered by the same 2.8 L V6 engine but wasn't equipped with the bi-plane rear spoiler.
Only a very limited number of three-door XR4x4's have been built. "
(...)
Source: en.wikipedia.org/wiki/Ford_Sierra
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Ford Sierra
From Wikipedia, the free encyclopedia
"The Ford Sierra is a mid-size car or large family car that was built by Ford Europe from 1982 to 1993.
It was designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément. The code used during development was "Project Toni"
It was named for the Spanish word for mountain range.
The Ford Sierra was first unveiled on 22 September 1982 at the British International Motor Show hosted at the NEC in Birmingham. with sales beginning on 15 October 1982, replacing the Ford Cortina. Its aerodynamic styling was ahead of its time and as such, many conservative buyers (including company car drivers) did not take fondly to the Ford Cortina's replacement.
It was mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Ireland, Argentina, Venezuela, South Africa and New Zealand."
(...)
"The Sierra was the 1983 Semperit Irish Car of the Year in Ireland, although it missed out on the European Car of the Year award to the Audi 100."
Versions:
- Ford Sierra (Mk I): Built from 1982 until 1986.
- Ford Sierra (Mk II): Built from 1987 until 1991.
- Ford Sierra (Mk II facelifted): Built from 1991 until 1993.
Source: en.wikipedia.org/wiki/Ford_Sierra
More info:
www.aronline.co.uk/blogs/cars/ford/sierra-ford/the-cars-f...
noticias.coches.com/noticias-motor/ford-sierra-un-modelo-...
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.
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.
Ford's long awaited 'droop snoot' RS 2000 was launched at the Earls Court show of October 1975. It was the most luxurious of the sporting Escorts of the time (the others being the Mexico and RS 1800), and was powered by an uprated version of the 2.0-litre OHC Pinto unit employed in the Capri, Cortina and Granada - a four-into-two exhaust manifold coupled to a big bore exhaust system raising its output to 110bhp. This was sufficient to help sprint the Escort to 60mph in 8.5 secs and on to a top speed of almost 110mph. The stiff, but very effective, suspension included radius arms on the rear, and the foam-filled plastic snout and flexible rear spoiler were said to give a significant reduction in drag.
'MPY 568P' can be regarded as a homage to / recreation of Ari Vatanen's Group 1 Avon Tour of Britain car and was built by Mike Jordan of BTCC and GT racing team Eurotech for his own use. It was based on the concours bodyshell of a 1976 RS 2000 Custom, complete with welded bespoke roll cage, Dave Brooks ultimate Group 1 specification Pinto engine with German camshaft, twin downdraught Webers and special hi-torque exhaust manifold. The unit drives through a Quaife Pro gearbox, and on to a baby Altlas axle fitted with Ford Motorsport limited slip differential. The car currently wears a composite bonnet and boot, but the originals are available to allow FIA compliancy. The seats are said to be top quality Sparcos with matching head restraints and there is a Coralbra trip meter.
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.
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Shot taken 05:08:2012 at The Shugborough Classic Car Meeting. Ref: 83-124
92029 WFAC DOLLANDSM 894E26CB07 4 * SCUNTHPRS N 21D A
DB Schenker's class 92 number 92029 named "Dante" with EWS logo works the 426A (4E26?) from Dollands Moor Sidings to Scunthorpe Redbourne sidings with empty steel cradles on an overcast 7 January 2014. When loaded these wagons are used to transport steel from Tata Steel, Scunthorpe for export via the Channel Tunnel. 92029 was also photographed the day before at Dollands Moor yard with a similar train.
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.
The original Rover 200 (sometimes referred to by the codename SD3) was the replacement for the earlier Triumph Acclaim, and was the second product of the alliance between British Leyland (BL) and Honda. Only available as a four-door saloon, the 200 series was intended to be more upmarket than the company's Maestro and Montego models, which the 200 Series came in between in terms of size. It was launched on 19 June 1984, at which time there was still a high demand for small family saloons, with many manufacturers selling this type of car under a different nameplate to similar-sized hatchbacks. For example, Ford was selling the saloon version of the Escort as the Orion, the saloon version of the Volkswagen Golf was called the Jetta, and Vauxhall would soon launch an Astra-based saloon called the Belmont. The Rover 200 Series, however, was not based on a hatchback.
Essentially, the 200 series was a British-built Honda Ballade, the original design of which had been collaborated upon by both companies. Engines employed were either the Honda Civic derived E series 'EV2' 71 PS (52 kW; 70 bhp) 1.3 litre 12 valve engine, or BL's own S-Series engine in 1.6 litre format (both in 86 PS (63 kW; 85 bhp) carburettor and 103 PS (76 kW; 102 bhp) Lucas EFi form). The resulting cars were badged as either Rover 213 or Rover 216.
The 213 used either a Honda five-speed manual gearbox or a Honda three-speed automatic transmission. The British-engined 216 also employed a Honda five-speed manual gearbox, unlike the S-Series engine when fitted in the Maestro and Montego. There was also the option of a German ZF four-speed automatic on some 216 models as well.
The Honda-badged version was the first Honda car to be built in the United Kingdom (the Honda equivalent of the 200 Series' predecessor, the Triumph Acclaim, was never sold in the UK). Ballade bodyshells, and later complete cars, were made in the Longbridge plant alongside the Rover equivalent, with the Ballade models then going to Honda's new Swindon plant for quality-control checks.
This model of car is well known as Richard and Hyacinth Bucket's car in the BBC Television sitcom Keeping up Appearances (1990–1995). A blue 213 model was also used in the Series 2 episode "Think Fast, Father Ted" of comedy series Father Ted.
Basis : Jaguar E-Type V12 Series 3 2+2 Coupé
Chassis n° UC1S73059BW
Estimated : CHF 170.000 - 220.000
Unsold
The Bonmont Sale
Collectors' Motor Cars - Bonhams
Golf & Country Club de Bonmont
Chéserex
Switzerland - Suisse - Schweiz
September 2019
"What we've done is give an E-Type Jaguar the total functionality of an XKR. The Beacham E-Type is destined for the classic enthusiast who requires reliability along with modern technology and all mod cons, plus a serious fun factor." - Beacham Ltd.
One of the biggest names in the classic Jaguar world, Beacham first caught the motoring public's imagination back in the late 1980s when the company, based at Hawke's Bay in New Zealand's North Island, began offering its comprehensively restored, re-engineered and updated Jaguar Mark 2 saloons. Since then Dr Greg Beacham's company has expanded its activities to include restoration and upgrades for the Jaguar XK150, Aston Martin DB4, various Rolls-Royce and Bentley models and, of course, the immortal E-Type.
Automotive technology, though, does not stand still and today, more than half a century since the E-Type's launch, there is a growing market for improved versions of this iconic model combining its beautiful classic looks with modern performance, handling and comfort. Beacham's approach is to build the V8 engine, driver train and running gear of the Jaguar XKR sports car into an original E-Type bodyshell.
Firstly, it must be said that the Beacham E-type is very rapid, travelling from 0-60 mph in around six seconds. Plus, it features superb steering and handling because it has been re-engineered from the wheels up. Externally the Beacham looks very familiar, the only real give-aways for the sharp-eyed being the contemporary Jaguar mirrors and door handles; the air scoop under the front bumper; and the bigger tyres and chrome wire wheels. (The latter are genuine, and original, Jaguar factory options.) However, it is beneath the skin and inside the cabin where the most obvious changes are to be found.
The Beacham E-type is crammed full of technology: ABS brakes, traction control, anti-dive suspension geometry and more. Included is a full complement of comfort and safety systems: power-adjustable steering wheel and side mirrors, all with memory function; climate control and electric windows; SRS/airbag systems; and a power-operated convertible roof. In addition there is a premium sound system and GPS, all set into a bespoke polished wood-veneer dashboard. Trimmed in supple new leather, the modern seats have all the power controls from current Jaguars.
A new sub-frame was devised to house the XKR V8 engine and front suspension, and the integration of the mechanical components must be considered a remarkable engineering feat. Underneath, the car is a work of art. The stainless-steel exhaust system is of the highest order, and everywhere there is evidence of the closest attention to detail. But exchanging modern technology for old involves more than fabricating new engine mounts and re-routing exhaust systems. Combining the electronics of modern engines, transmissions, and systems such as airbags and ABS with existing electronics is a startling achievement for a small manufacturer.
Based on a US-market Series 3 V12 2+2 Coupé, the example offered here was completed in 2015 and first registered in the UK on 21st July of that year, since when it has had two owners. Finished in dark blue metallic with tan leather interior, this E-Type has automatic transmission and features power steering, air conditioning, electric folding roof, ABS, electrically operated seats and boot lid, removable hard top, electric windows, trip computer, CD player, and an alarm. Only 1,144 km have been covered from new and the car is presented in commensurately good condition.
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!
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 GT 1300 Junior Zagato was a limited production two seater coupe with aerodynamic bodywork by Zagato of Milan. The model evoked the earlier, race-oriented Giulietta Sprint Zagatos which featured aluminium bodywork and had a very active competition history. However, the Junior Zagato featured a steel bodyshell with an aluminium bonnet and aluminium doorskins (on the earlier 1300 JZ's).
The 1300 JZ was not specifically intended for racing and did not see much use in competition. The 1300 JZ was first seen in public at the Turin Motor Show of 1969. In total 1117 units were constructed of which 2 were destroyed during production because the bodyshells were not within specification. The 1300 was based on the floorpan, driveline and suspension of the 1300 Spider. However, the floorpan was shortened behind the rear wheels to fit the bodyshell and an Alfa Montreal fueltank was fitted. The last 1300 Junior Zagato was produced in 1972 although in 1974 2 more cars were built according to the records.
(Wikipedia)
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Der Alfa Romeo Junior Zagato, ein zweitüriges, sportliches Fließheck Sportcoupé, wurde von 1969 bis 1975 produziert. Der Entwurf des Fahrzeug stammte von Ercole Spada, dem Entwicklungsleiter der Karosseriefirma Zagato. Hergestellt wurde die Karosserie bei Zagato, dort erfolgte auch die Endmontage. Die Technik stammte im Wesentlichen von der Alfa Romeo Giulia.
Die erste Serie mit der Bezeichnung GT 1300 (Typ 105.93) wurde bis 1972 mit einer Stückzahl von 1.108 Exemplaren gebaut.
(Wikipedia)
DB Schenker's class 92 number 92011 named "Handel", painted in two tone railfreight grey with EWS logo and a three 'O' shaped channel tunnel roundel logo hauling 4E26 07:50 from Dollands Moor sidings to Scunthorpe Redbourne sidings on a sunny 8 January 2014. It was also photographed later on route at Redford (www.flickr.com/photos/90696522@N07/11843968884/in/photoli...). When loaded these wagons are used to transport steel from Tata Steel, Scunthorpe for export via the Channel Tunnel.
92011 was assembled by the BRUSH Traction Company Loughborough in 1995, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons these were fire tested by BRUSH.
Pickup based on the Moskvitch Aleko.
The Aleko, a Russian acronym for the factory name, is a Russian mid-size hatchback car manufactured by Moskvitch that was first announced in 1985 and manufactured to mostly the Eastern Bloc countries between 1986 and 2000 (gradually replaced in 2001 by its sedan body version, Moskvitch 2142, which never was produced in large guantities and was never exported) by the now bankrupt Moskvitch Stock Company, based in Moscow, Russia.
The Aleko was a huge improvement over previous Moskvitch models, which were dependable but old-fashioned saloons and estates with rear-wheel drive and a solid rear axle. In fact the Aleko had no common parts with previous models apart from the engine.
For Moskvitch, the Aleko was innovative, having front-wheel drive, a hatchback body style, McPherson strut front suspension and torsion-bar rear suspension. The wheelbase was up almost 20 centimetres wuth width up 14 centimetres over the previous model the 2140 andthe car rode on 14 inch wheels instead of 13s. The car became more spacious, comfortable and safe. For the first time in the history of Russian car making, the car's profile was optimized for aerodynamics, with the help of Russian and French aircraft and space engineers. The officially reported by factory drag coefficient is 0.35.
The car originated as a front-wheel drive concept, based on foreign models. In the late 1970s Moskvitch bought about two dozen family cars built by different manufacturers and thoroughly tested them. French and Swedish cars were favored for their utility and reliability. The final decision was made by the Minister of Automobile Industry, who surprisingly for the factory chose the French Simca 1307 as the best candidate for the Russian market.
Engineers modified an existing Moskvitch engine for front-wheel drive layout and fitted it onto Simca running gear using an Audi 100 as a mule. After the tests were successfully completed, it was decided by the authorities to copy the Simca 1307 bodyshell almost entirely much to the consternation of the engineers and designers who had their own mock-ups of future car ready. The morale of the staff had been damaged, and the Aleko never became a beloved project among Moskvitch engineers.
The existing engine was too long for transverse placement so it was placed longitudinally as on the Audi 80/100 series. Many ideas and design decisions were borrowed from Audi cars, including the torsion bar rear suspension, McPherson strut front suspension, rack-and-pinion steering and a collapsible steering column. The spare tyre was located underneath the boot and was accessible from outside, in the tradition of French cars. As with Audis, zinc galvanising of doors and body floor was also planned, but it was actually done only for small quantity of the cars.
Despite second-hand styling and design, the Aleko turned out to be quite a breakthrough for the Russian automotive industry. Its body design was modern compared to the obsolete looking angular Lada Samara. It almost became the first production front-wheel drive car of Russia, but after development it took a further two years for Moskvitch to setup the manufacturing and the Lada Samara arrived first. Despite being better designed and more comfortable than the Samara the very poor build quality of the Aleko resulted in a bad reputation. The positive features of this car were robustness of construction and ease of repair. Aleko also has a high ground clearance.
The Aleko was sold mostly on the domestic market but in the late 1980s it was exported too. In Germany, the cars were branded as a Lada Aleko and in France, whilst it was branded a Moskvitch, it was sold through Lada concessionaires. The diesel engines from Ford and Indenor could be specified delivered in addition to the standard petrol engines in export markets.
Looking west from Woodhead New Tunnel air shaft with a splendid mock sun-quite common in these parts-on a quiet & balmy Monday evening. Only one centrally-placed shaft was constructed for the new tunnel on account of it being an electric railway although a second shaft consisting of a flue was dug from inside the tunnel to connect with [I think] shaft 5 of the old bores nearer to Duford Bridge. Shining a torch up this flue in the tunnel you could clearly see where it turned the corner towards the old bores around 40 feet above you. A peculiarity was when approaching it from the Woodhead direction the sound of running water sounded exactly like girls laughing.
We are just inside South Yorkshire looking across Upper Head Dyke to Shaft No.2 of the old bores in Derbyshire a little over 600 yards away. Unlike it's companions on the old tunnels, the new shaft was off-set from the tunnel centre line & had a square retaining wall made of brick surmounted by large edgeing stones, Two large parallel girders which are glinting in the setting sun like railway tracks & align with the tunnel below. The girders are approximately 2 feet above a sturdy grill which consists of 9 square sections, 8 fixed & the middle one hinged with a rusty padlock & chain that may well have been installed when built.
Laying face-down on the grill it took several seconds for your eyesight to become accustomed to the gloom but you were suddenly aware of a shimmering circle of light 467 feet below at the bottom of a vast 16 foot diameter concrete tube & that's when it hit you-vertigo central!! The shimmering circle of light was a concrete recess at the base which had filled with water over the years & a billiard ball was dropped into this which took around 10 seconds to fall. The following year when we next walked the tunnel the ball was retrieved none-the-worse for it's excursive expedition. The same ball was often bounced on station concourse terazzo tiling rendering a most satsfying 'snap'. The shaft, at the end of a track off Windle Edge had an abandoned & stripped car next to it & was therefore also known by us as the "Ford Orion Shaft". Practically everything had been stripped from the white painted vehicle except the hand brake & sun roof winding handle which made the bodyshell extremely light & the ideal access 'ladder' for the discerning Woodhead gricer.
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!
First registered in 11/1972, this smart Cortina was rebuilt from a bodyshell by it's owner. It is seen here at Shore Road, Birkenhead, when attending the Wirral Bus & Tram Show, on 06/10/2019. © Peter Steel 2019.
Humber Sceptre II (1966-67) Engine 1725cc S4 OHV
Registration Number MBF 816 D
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
The Sceptre I was introduced in 1965 with a shape somewhere between the Hillman Super Minx and the Sunbeam Rapier, with the former's bodyshell and the latter's grille, quad head lights, dual overdrive and servo front disc brakes.
For 1966 the model was upgraded to the Sceptre II with a larger 1725cc engine and an Automatic option.
Shot 25:04:2012 Chasewater Transport Show, Chasewater, Brownhills, Staffordshire. Ref: 84-060
Complete with Ferrari Dino 246GT bodyshell. A hybrid of a very different kind!
Haynes International Motor a Museum, Sparkford, Somerset. Breakfast club, Sunday 8 January 2017.
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
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Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
Completely new body in very modern style. The look of car reminded some critics of a bath tub, and it consequently gained the soubriquet "Taunus Badewanne". At a time when competitors boasted that all four corners of the vehicles were visible from the driver's seat, the new Taunus instead offered a streamlined form. However, in Germany the concept of streamlining in cars was associated with narrow passenger cabins reminiscent of the 1930s and of the still popular Volksagen Beetle. The new Taunus, however, provided greater interior width than its predecessor despite being no wider on the outside. Although the 1.7 litre version was launched with the same 60 PS power output as the outgoing model, the new model was a full 10 km/h (6 mph) faster, which was attributed to improved aerodynamics and a lighter bodyshell.
(Wikipedia)
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Der 1960 vorgestellte Taunus P3 (= Projekt 3, d. h. die dritte neue Pkw-Konstruktion der Ford-Werke Köln seit Ende des 2. Weltkriegs) ist ein Mittelklassewagen von Ford Deutschland. Er präsentierte sich in einer vom Designer Uwe Bahnsen kreierten neuartigen, sachlichen Form, für die der Slogan „Linie der Vernunft“ geprägt wurde, die ihm aber auch den Spitznamen Badewanne eintrug.
(Wikipedia)
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)
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?
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
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.
The Porsche 914 or VW-Porsche 914 was a mid-engined, targa-topped two-seat roadster designed, manufactured and marketed collaboratively by Volkswagen and Porsche from 1969 to 1976.
HISTORY
DEVELOPMENT
By the late 1960s, both Volkswagen and Porsche were in need of new models; Porsche was looking for a replacement for their entry-level 912, and Volkswagen wanted a new range-topping sports coupe to replace the Karmann Ghia. At the time, the majority of Volkswagen's developmental work was handled by Porsche, part of a setup that dated back to Porsche's founding; Volkswagen needed to contract out one last project to Porsche to fulfill the contract, and decided to make this that project. Ferdinand Piëch, who was in charge of research and development at Porsche, was put in charge of the 914 project.
Originally intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America.
On March 1, 1968, the first 914 prototype was presented. However, development became complicated after the death of Volkswagen's chairman, Heinz Nordhoff, on April 12, 1968. His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart.
In Lotz's opinion, Volkswagen had all rights to the model, and no incentive to share it with Porsche if they would not share in tooling expenses. With this decision, the price and marketing concept for the 914 had failed before series production had begun. As a result, the price of the chassis went up considerably, and the 914/6 ended up costing only a bit less than the 911T, Porsche's next lowest price car. The 914/6 sold quite poorly while the much less expensive 914/4 became Porsche's top seller during its model run, outselling the Porsche 911 by a wide margin with over 118,000 units sold worldwide.
DESIGN EVOLUTION
Volkswagen versions originally featured an 80 PS (59 kW; 79 bhp) fuel-injected 1.7 L flat-4 engine based on the Volkswagen air-cooled engine. Porsche's 914/6 variant featured a carbureted 110 PS (81 kW; 108 bhp) 2.0 L flat-6 engine from the 1969 911T, placed amidships in front of a version of the 1969 911's "901" gearbox configured for a mid-engine car. Karmann manufactured the rolling chassis at their plant, completing Volkswagen production in-house or delivering versions to Porsche for their final assembly.
914/6 models used lower gear ratios and high brake gearing in order to try to overcome the greater weight of the 6 cylinder engine along with higher power output. Suspension, brakes, and handling were otherwise the same. A Volkswagen-Porsche joint venture, Volkswagen of America, handled export to the U.S., where both versions were badged and sold as Porsches, except in California, where they were sold in Volkswagen dealerships. The four-cylinder cars were sold as Volkswagen-Porsches at European Volkswagen dealerships.
Slow sales and rising costs prompted Porsche to discontinue the 914/6 variant in 1972 after producing 3,351 of them; its place in the lineup was filled by a variant powered by a new 100 PS (74 kW; 99 bhp) 2.0 L, fuel-injected version of Volkswagen's Type 4 engine in 1973. For 1974, the 1.7 L engine was replaced by a 85 PS (63 kW; 84 bhp) 1.8 L, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. 914 production ended in 1976. The 2.0 L flat-4 engine continued to be used in the 912E, introduced that year as an entry-level model until the front-engined I-4 cylinder 924 could be introduced the following model year.
The 914 was Motor Trend's Import Car of the Year for 1970.
MOTORSPORT
A 914/6 GT driven by Frenchmen Claude Ballot-Lena and Guy Chasseuil won the GTS class and finished sixth overall at the 1970 24 Hours of Le Mans.
Brian Redman used a 914/6 to scout the course in practice runs for the 1970 Targa Florio.
PROTOTYPES
Two prototype 914s, dubbed 914/8, were built during 1969. The orange 914/8 was the first constructed, at the instigation of Ferdinand Piëch (then head of the racing department), to prove the concept. Powered by the full-blown, 350 hp (261 kW) 908 racing engine, it was based on a surplus 914 handbuilt development prototype bodyshell (chassis No. 914111), hence the many differences from the standard vehicle (e.g., the quad headlights). The second, silver, road-registered car, powered by a carburetted and detuned 908 race engine making 300 hp (224 kW) was then prepared as a gift to Ferry Porsche on his 60th birthday. Also based on a spare prototype shell (chassis No. 914006), it was much closer to the standard car in detail. By all accounts Ferry didn't like the car very much and it is now in the Porsche Museum. Neither car saw a racetrack except for the purposes of testing. The 914/8 was not considered for production as a regular model. Another factory prototype, a 914/6 (chassis no. 914114) surfaced in the US in 2001. Together with a surviving prototype Sportomatic 914/6 (chassis No. 914120), reputedly in Southern Germany, they are a special part of Porsche history.
PORSCHE 916
Planned for the 1972 model year, the Porsche 916 program was cancelled after eleven prototypes with aerodynamic front and rear bumpers and either the 2.4 engine from the 911S, or the 2.7 from the Carrera. They were also to have a fixed steel roof, wider wheels, double grilled engine lid, and flared fenders as styled from the 914-6 GT cars. Ventilated disc brakes were fitted to all four wheels, and also a "mid-engined" version of the then-new 915 transmission, giving a conventional shift pattern with one to four in an H and fifth out on a limb. One 916 was built to US specs and on delivery to the US was fitted with air conditioning by the dealer (Brumos) and has been housed at the Automobile Atlanta 914 museum since 1990 along with eleven other rare 914 and 914-6 models
MODEL YEAR CHANGES
Over the seven model years, Porsche made a number of changes to the 914. Some of these changes were cosmetic and others were in response to changing crash protection standards. From 1970 to 1974, the 914 was offered with chrome or painted bumpers. In early 1970, rear bumpers were produced with a straight crease on either side of the license plate indent. Between 1970 and 1972, both front and rear bumpers were smooth without bumper guards. In 1973, bumper guards were added to the front of the car. In 1974, guards were also added to the rear bumper. In 1975 and 1976, the chrome or painted bumpers were replaced with heavy, rubber-covered units which actually made the cars more stable at high speeds.
The headlight surrounds were white from the first 914s to mid-production of 73 and subsequently black. Cars produced up to early 1972 had a fixed passenger seat and a removable passenger footrest. Later cars featured a movable passenger seat. Other interior differences included changing vinyl designs, gauge appearance, and air vent configurations in the dash.
The most significant performance upgrade during the vehicle's lifespan was the introduction of anti roll bars, significantly improving the handling, and a change from the "tail shifter" to the "side shifter" gearbox for 1973 - improving the otherwise vague long linkage.
LIMITED EDITIONS
In 1974, Porsche produced a series of Limited Edition cars for the North American market to commemorate Porsche's victories in the Can Am racing series, and were equipped with individual color schemes and came standard with otherwise optional equipment. The factory is said to have produced about 1,000 of these vehicles, about 50% Bumblebee and 50% Creamsicle. Variants of this series were manufactured and distributed in very limited numbers to European markets and Japan.
The Creamsicle: With a cream color exterior (paint code U2V9), these cars sported Phoenix red trim, including color matched lower valences, bumpers and Mahle wheels. This light ivory color scheme concept carried over from the 1973 911 Carrera RS series.
The Bumblebee: Featuring a black exterior (paint code L041), these cars sported Sunflower yellow trim (paint code L13K). Black body paint color was always an additional cost special option on standard 914 Porsche cars, but was included as a standard component on the black 914 LE cars. All but one photo of the 914 Porsche Can Am prototype cars are Bumblebee cars. The black-based 914 LE color scheme is specific to the 914 LE cars and has no precedent with the Can Am race cars or the 1973 911 Carrera RS series cars. The majority of 914 Limited Editions seem to be Bumblebees.
All 914 LE cars featured a specially designed front spoiler and negative side stripes. Additionally, all Limited Editions were equipped with front and rear anti sway bars, dual horns, leather covered steering wheel, driving lights, black painted rear roll bar trim, Targa bar vinyl delete, and a center console with an oil temperature gauge, clock, and voltmeter.
F1 SAFETY CAR
The Porsche 914 is renowned for having been Formula One's first Safety Car following its deployment at the 1973 Canadian Grand Prix to help manage the race, which had seen various incidents due to treacherous weather conditions.
WIKIPEDIA
Ford Focus (2nd Gen) RS WRC (2002) Engine 1988cc S4 Turbo
Livery Ford Works Livery - Colin Mcrae, Nicky Grist
Race Number 149 Graeme Sherry (Glasgow)
Registration Number X 4 FMC (Ford Works Team number - FMC Ford Motor Compan)
FORD UK ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The Ford Focus RS WRC is a car built for the Ford World Rally Team by Ford and M-Sport and based on the Ford Focus. The Focus RS WRC was in competition from 1999 to 2010, winning 44 world rallies and two manufacturers' world titles. It was replaced by the Ford Fiesta RS WRC.Like all contemporary World Rally Cars, the car is heavily modified from the production version, with which it shares only the basic shape and some parts of the bodyshell. The car features four-wheel drive, rather than the front-wheel drive of the road car.
The first version of the car was built in 1999 to replace the Ford Escort WRC. It debuted in the Monte Carlo Rally with Colin McRae and Simon Jean-Joseph behind the wheels of the two cars. It was immediately on the pace, setting many fastest stage times, but the use of an illegal water pump meant that the two cars were excluded from the event. McRae gave the Focus its first win two events later on the Safari Rally Kenya finishing over 15 minutes ahead of the second placed Toyota of Didier Auriol.
Diolch am 82,845,899 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 82,845,899 amazing views, every one is greatly appreciated.
Shot 17.07.2021 at Shelsey Walsh (Classic Nostalgia), Worcestershire 147-083
DB Schenker's class 92 number 92030 named "Ashford" in EWS two tone Railfreight Grey livery hauling 42 Cargowaggon 4-wheeled vans semi-permanently coupled in pairs with shared a running numbers between Dollands Moor and Wembley European Freight Operations Centre on 5 March 2014. On arriving at Wembley the locomotive was switched for 92041 that continued on with 6B41 to Daventry (railwayherald.com/imagingcentre/view/321470/IS35637901140...). It was last photographed by me here on 27 January 2014 (www.flickr.com/photos/99279135@N05/12178554755/in/photoli...) working the same service.
92030 was assembled by the BRUSH Traction Company Loughborough in 1995, from sub-contracted components e.g. Procor UK bodyshell, Asea Brown Boveri (ABB Rail) traction converters and GTO (Gate Turn-Off thyristor) controlled via the MICAS-S2 electronics system, retractable third rail collector shoes and pantographs made by Brecknell Willis, the engraved aluminium BRUSH traction works plates made by J M Ranger Limited of Leicester and cast aluminium based alloy Crew Depot plaque produced by David Newton of Nottingham. For track to train communications class 92s were fitted with the Siemens International Train Radio (ITR) "chameleon" system which could automatically change over to match local ground systems e.g. at international boarders and allowed the driver to select from a range of language settings. STS Signals Ltd supplied electronic Train Protection and Warning System (TPWS) control units for class 92s as an add on to the Automatic Warning System (AWS) equipment. STS Signals Ltd also developed a twin-lightweight AWS receiver for use on class 92s so that only one receiver was needed to detect both standard strength magnets on lines powered by AC overhead wires (Rx1) as well as the extra strength magnets used on DC third rail lines (Rx2). All non-metallic components of the class 92 were either certified for Eurotunnels fire regulations by the manufacturers or where suppliers could not provide this information products such as the divers seat (made by Chapman Seating Limited) and plastic push buttons were fire tested by BRUSH.
The most adventurous of the early UK diesel prototypes was Deltic, designed and built by English Electric (Dick Kerr) and loaned to BR for operational testing. At the time of its design, the EE company had considerable hopes in the export field, hence the fitting of a large nose headlight, but alas this was not to be. The prime mover incorporated was two D. Napier & Son 'Deltic' D18-25 opposed piston engines, each developing 1,650hp.
The bodyshell, incorporating the two 'Deltic' engines was constructed by EE at the Dick Kerr Works in Preston in early 1955, being ready for testing in October. During construction some deliberation was made over a number or name for the machine; these ranged from DP1 (Diesel Prototype 1) to Enterprise. However, when the loco emerged it carried the name given to its prime mover, Deltic. After acceptance tests Deltic was allocated to Liverpool Edge Hill depot, from where it commenced work on December 13, 1955 on Euston services. After a short time, engine problems befell the loco, which was returned to EE for attention.
During mid-1956 the loco was temporarily reallocated to Carlisle Durran shed from where trials with BR test vehicles were conducted over the arduous Settle route. By Autumn the loco was returned to Liverpool, again working on Euston services such as the "Merseyside Express" or the "Shamrock". From early 1959 Deltic was transferred to Hornsey on the ER, from where ER (GN) trials were undertaken, although not totally successfully. On one occasion the locomotive hit the platform edge at Manors near Newcastle, and on another it lost its cab footsteps at Darlington. By March 1959 high speed performance tests were carried out on the ECML, which involved operations at up to 105mph with a BR dynamometer car. Until June 1959 Deltic had always operated south of the border, but late in the month five days of testing were carried out in the Edinburgh area and over the Waverley route.
By July 1959 most testing was complete and Deltic was diagrammed for general ECML work alongside the East Coast racehorses—the A4 Pacifics. In March 1961 a serious engine failure befell Deltic and it was returned to English Electric's Vulcan Foundry and stored pending a decision on its future. A proposal was made in September 1961 to modify Deltic for operation in Canada in an attempt to attract overseas sales but the idea was not pursued. Under BR operating the locomotive had covered over 450,000 miles.
Deltic remained at Vulcan Foundry until 1963, when a decision was made to restore its bodywork and present the loco, non-operational, to the Science Museum in London, where it arrived on April 28, 1963 on the back of a road low loader. The loco remained in the Science Museum until a re-design required it to be found another home. In October 1993 Deltic was lifted from its bogies, removed from the Science Museum hall and taken by road to the National Railway Museum, York, where it was put on display.
For its entire working life on BR, the loco was painted in a distinctive powder blue livery with aluminium mouldings with yellow 'whisker' markings on the ends.
The Austin-Healey Sprite is a small open sports car which was produced in the United Kingdom from 1958 to 1971. The Sprite was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, just before that year's Monaco Grand Prix. It was intended to be a low-cost model that "a chap could keep in his bike shed", yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down.
In 1961 the Sprite was joined by a badge-engineered MG version, the Midget, reviving a model name used by MG from the late 1920s through to the mid 1950s. Enthusiasts often refer to Sprites and the later Midgets collectively as "Spridgets."
The little Sprite quickly became affectionately known as the Frogeye in the UK and the Bugeye in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport. 48,987 "Frogeye" Spriters were made.
The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at M.I.R.A. (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.
The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 & Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8" inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage.
The 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
33208 approaches Bath Spa with a couple of withdrawn Network SouthEast Class 411 4-CEP EMUs - the first set stripped of virtually everything and the bodyshells braced with wood to retain some strength.
22-04-1993
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
The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. It was the first British five-door hatchback.
The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group, and the last production car designed by famed designer Alec Issigonis. It was the first car to be launched by British Leyland.
The new chairman Lord Stokes decided to also change the hatchback's name to the Maxi in homage to the Mini of 10 years earlier. All Maxis were produced at the Cowley plant in Oxford, although the E-Series engines were made at a new factory at Cofton Hackett in Longbridge.
Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.
Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800 "Landcrab", which gave the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors).
n° 56 of 100
Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023
Estimated : € 60.000 - 90.000
Sold for € 63.250
Introduced at the Geneva Salon in March 1999, the DB7 Vantage was no mere high-performance version of the existing six-cylinder DB7 but an exciting new model powered by a state-of-the-art, all-alloy V12 engine, the first of this configuration to power a production Aston Martin. This 6-litre, quad-cam, 48-valve unit produced 420bhp and 400lb/ft of torque while meeting all current and projected emissions regulations, while there was a choice of two alternative transmissions: a new six-speed manual or ZF five-speed automatic with manually selectable ratios (Touchtronic). A top speed of 185mph was claimed for the Vantage coupé, 165mph for the Vantage Volante convertible.
To accommodate the new engine/transmission package, the existing DB7 bodyshell was re-engineered, acquiring a new frontal structure and an enlarged transmission tunnel. The result was a torsionally stiffer structure that exceeded all contemporary crash test requirements. Both front and rear suspension arrangements were developed specifically for this new model, incorporating revised linkages and special Bilstein shock absorbers. The 18" diameter wheels too were unique to the Vantage, which also featured cross-drilled and ventilated Brembo brakes and Teves electronic four-channel ABS.
The Vantage's introduction was the culmination of two years intensive development and testing that included hundreds of thousands of miles covered in climatic conditions ranging from arctic to desert, as well as continuous 30-day accelerated durability tests at MIRA. Notwithstanding all the DB7 Vantage's high tech attributes, its makers had not lost sight of customer expectations of what constituted an Aston Martin. Thus the Vantage's hand crafted interior featured traditional Connolly hide upholstery, and could be trimmed and equipped to an individual buyer's personal requirements. All the usual luxury appurtenances came as standard while clients could choose from an extensive list of options that included satellite navigation, fitted luggage and parking sensors.
This left-hand drive, automatic transmission DB7 Vantage Volante is one of only 55 Anniversary Edition cars, all finished in Slate Blue, built to celebrate the end of the model's production. The car was sold (it is believed new) to the current vendor on February 2005 by Aston Martin Antwerp.
Currently displaying a total of only 18,323 kilometres on the odometer, the car is offered with a Belgian registration document and copies of the original purchase invoice and manufacturer's Certificate of Conformity. A rare opportunity to acquire an example of what was once the ultimate soft-top Aston Martin for a fraction of the original €147,620 as-delivered price.
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
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."
(...)
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.
A shed visit to Carlisle Kingmoor depot early in 1976 included hunting down the long line of stored Class 24s in the sidings next to the WCML. Whilst we were there, this interesting cavalcade rolled by, headed up by a Class 25.
Interestingly, in the middle of the cavalcade was an old steam tender, still carrying BR green lined livery - see colour photo below! According to my log book from the day (which I still have :) I 'copped' nine of the Class 24s that day: 24013, 24014, 24019, 24097, 24105, 24106, 24109, 24111 & 24148 :)
Locomotive History - D7579 / 25229
D7579 was built at Darlington works in 1963. After the completion of the ten class 25 locomotives transferred from Derby Works (D5223 - D5232), Darlington Works set about its final order for twenty further Class 25 locomotives. These last twenty locomotives (D7578 - D7597) featured internal changes from the previous order and would be later designated class 25/2. They were all fitted with a Stone Vapour L4610 steam heating boiler. Interestingly Darlington Works continued to use the obsolete bodyshell design for these locomotives instead of the “cleaned up” version used by Derby Works for the class 25/2 and 25/3 sub-classes.
D7579 was delivered from Darlington Works during December 1963, and allocated to Nottingham MPD. Being boiler fitted it was of interest to the Scottish Region operating department and at the end of 1967 it transferred to Eastfield MPD, and would remain in Scotland for the next fifteen years until September 1982 when it was transferred to Longsight and its boiler finally isolated. Its final transfer was to Crewe MPD, from where it was withdrawn in May 1985. 25229 would spend the next eight months dumped at Crewe before moving on the 24th January 1986 with 25054 and 25256 as 9Z38 Crewe Gresty Lane - Doncaster Works, where it was broken up during September 1986. Thanks to John Woolley for the loco history - see his photo in the comments section below
The visit to Carlisle was organised by Dalescroft Railfans Club [see below]:
I remember joining 'Dalescroft Railfans Club' in the early 1970s, around 1973 when I was just 11 years old, and waiting avidly for the monthly magazine which had all the latest railway news, re-numberings, allocations and sightings from around the country. There were adverts for railway tours visiting exotic places like Manchester and Sheffield, and a couple of years later I was able to join a few of those coach tours 'up north'. This was one of said tours - specifically to visit the open day at Crewe Works in 1975.
Some interesting 'gen' on Dalescroft Railfans Club here: rcts.org.uk/forum/viewtopic.php?f=2&t=377
e.g. "I seem to recall a cheaply produced newsletter with observations and stock alterations. Amongst the gen was the first renumbering to five digit TOPS numbers of Classes 27 and 45. So that would put it at about 1972 to 1973."
"Its main activity in the early 1970s was shed bashing trips by road coach, these were listed in the Coming Events column of Railway Magazine. "
The British Rail Class 25, also known as the Sulzer Type 2, was a class of 327 diesel locomotives built between 1961 and 1967 for British Rail. They were numbered in two series, D5151–D5299 and D7500–D7677. In 1974, they were renumbered in the series 25001-25327.
The first 25 locos became known as Class 25/0 and were built at BR Darlington Works. The Class 25/1 locomotives were built at Darlington and BR Derby Works. The Class 25/2 locomotives were built at Derby with some built at Darlington. The final batch of locomotives were designated Class 25/3 and built by Derby Works and Beyer, Peacock and Company of Manchester.
The Class 25s were primarily designed for freight work, but a significant number were fitted with boilers for heating passenger trains. Throughout the 1970s they could be found at work across the whole of the British Rail network although the Eastern and Southern Regions never had a long-term allocation.
Though regular performers into the early 1980s on Crewe-Cardiff passenger trains, they are best known in that respect for their use on the summer Saturday trains to Aberystwyth, a task they relinquished in 1984. They were also often seen in action when the WCML wires were down, dragging trains, and rescuing failed locomotives, mainly on the LMR. The final Class 25 locomotive was withdrawn from operational service in March 1987. More info here: en.wikipedia.org/wiki/British_Rail_Class_25
Taken with my basic Kodak Instamatic using 126 cartridge film.
You can see a random selection of my railway photos here on Flickriver: www.flickriver.com/photos/themightyhood/random/
Renault 4 (1961-93) Engine 1108cc S4 OHV Production 8000000+ (all versions)
Registration Number HU 0356 E (Spain)
RENAULT SET
www.flickr.com/photos/45676495@N05/sets/72157623690632985...
Designed to replace the Renault 4CV and aimed squarly at the Citroen 2CVs everymans car image. Launched September 1961 and powered at first by a 747 cc engine (a 603 cc badged as a Renault 3 available in France) in 1962 the deluxe and super became available with a 845 cc engine later engines inluded a 956 cc, 1108cc and a 1300. By 1st February 1966 sales had reached one million.
The Fourgonnette (panel van) version of the R4, which with its "high cube" bodyshell and the unique 'giraffon' (giraffe hatch) at the rear became the idiosyncratic French "Boulangerie" van. For many years, this was surely the most successful vehicle of its type and for many people it represents their idea of a Renault 4 more than the passenger version. It remained on sale in Europe until 1993 and was replaced by the Renault Express
Shot 07:10:2012 in Lloret de Mar
Ref: 90A-448
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.
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!
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.