Empty body shell of a 1934-1952 Citroën Traction Avant on a trailer, ready for transportation. Interior view with a poor start to attempt replacing the body platform.

The Citroën Traction Avant was designed by a team lead by André Lefèbvre and Flaminio Bertoni.

Production TA: 1934-1957.

Number seen: 1.

Probably near Besançon (Doubs, Fr.), Avenue de la 7ème Armée Américaine, D683, Aug. 19, 2016.

© 2016 Sander Toonen Amsterdam | All Rights Reserved

Jensen Interceptor III (1971-76) Engine 440cu (7212cc) Production 3419

Registration Number GYY 55 L

JENSEN SET

www.flickr.com/photos/45676495@N05/sets/72157624203748256...

The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.

The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.

The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.

The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes

The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.

Shot taken 10.06.2012 at the Bromley Pagaent of Motoring REF 85-197

Porsche 993 (911) Carrera (1993-98) Engine 3600cc Flat 6 268bhp

Registration NumberL 303 PMT (London NE)

Production 68,029

PORSCHE SET

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.

The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W

Diolch am olygfa anhygoel, 62,399,647 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 62,399,647 views

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-584

For the third train, which was the DMU again back to Bishops Lydeard, we then had to go back to Williton. The class 115 DMU's were originally four-car suburban DMU's, but whils many cars are preserved, an original 115-combination is no longer possible to make. In general there are many carriages of the many types of first generation DMU's preserved, but a big problem is keeping all these in service as metal fatigue is very common and whidespread over all the classes, there repairs are costly and the units are never as popular as steam trains. As a result, many of these not historic kind of combinations are being used. It is not a very big deal, as a lot of the classes have fairly the same bodyshell and cab exteriors.

SKK 282H along the seafront at Southend-On-Sea, Essex. This was for the Classic Cars on the Beach event in August 2023.

The Triumph GT6 was produced from 1966 until 1973, with MkII and MKIII variants along the way. SKK 282H looks to be a late model MkII. Just before the Triumph GT6 MkIII with a much revised bodyshell was introduced during in 1970.

Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043

Registration Number UFA 823 J

TRIUMPH SET

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

The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.

Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph

Shot at the Masters Historic Festival, Oulton Park 17:03:2012 Ref 82-227

The Ford Thames 300E is a car derived van that was produced by Ford UK from 1954 to 1961. The Thames (or Thames Trader) name was given to all available sizes of commercial vehicle produced by Ford in Britain during the 1950s and until the arrival in 1965 of the UK built Ford Transit.

The 300E was introduced in July 1954, based on the Ford Anglia / Prefect 100E saloon range. It shared its bodyshell and 1172 cc sidevalve four-cylinder engine with the Ford Squire estate car versions of the line. Oddly, the bodyshell was optimized for use as a panel van rather than an estate with its two, short passenger doors and shorter overall length than the saloons. Initially produced only as a single model with 560lb carrying capacity, the range was later expanded with the introduction of Standard and Deluxe 784lb variants. All three offered the same 66-cubic-foot load volume. Production totaled 196,885 examples comprising 139,267 5 cwt, 10,056 Standard 7 cwt and 47,562 Deluxe 7 cwt units.

300E production ended in April 1961 and the van's replacement, the Anglia 105E based Thames 307E, was introduced in June of the same year.

The Fiat Tipo (Type 160) is a compact car, designed by the I.DE.A Institute design house, and produced by the Italian manufacturer Fiat between 1988 and 1995.

The Tipo was initially available only as a five-door hatchback. The car was made entirely out of galvanized body panels to avoid rust, and was built on a completely new Fiat platform, which was later also used in Alfa Romeo and Lancia models.

It also stood out because of its boxy styling that gave it innovative levels of packaging, rear passenger room being greater than that in a rear wheel drive Ford Sierra, but in a car that was of a similar size to the smaller Ford Escort. This type of design was comparable to the smaller Fiat Uno, which was launched five years before the Tipo.

The top of the range was the 2.0 Sedicivalvole (16 valves).

The Sedicivalvole gained its engine from the Lancia Thema, and with a much smaller and lighter bodyshell to house it, this power unit brought superb performance and handling, and a top speed of around 130 mph (210 km/h), which made it faster than the Volkswagen Golf GTI of that era.

Porsche 993 Carrera 4S (1993-98) Engine 3600cc Flat 6

Registration Number HPN 3 R (Cherished Number, originally allocated for issue from Debyshire)

PORSCHE ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.

The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2WD.

Diolch am 81,775,782 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 81,775,782 amazing views, every one is greatly appreciated.

Shot 05.06.2021. at Bicester Heritage Centre, Bicester, Oxon. 146-126

.

Sold for £ 1.200

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

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

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

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

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

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

Taken 14/12/25, just a week before a special tour will mark the end of the class 455s. I had a brief chat with the driver who said he would miss them, not least because the sophisticated Train Management Systems on the newer unit mean they can get pulled from service for relatively minor faults.

According to Wikipedia the Class 455 "... was originally to be classified as the Class 510, at which point they were planned as a 750 V DC version of the Class 317. However, as the chopper control system at the time was not considered robust enough for the electrically rougher third rail Southern Region, they were fitted with second-hand camshaft control systems and thus classified as the 455 class.[

A total of 505 carriages were built by British Rail Engineering Limited's Holgate Road carriage works and together with 43 existing trailers from Class 508s, formed 137 four-car sets. The 455s allowed the Class 405 and Class 415 to be withdrawn, as well as allowing the Class 508s to be transferred to the Merseyside network for which they were originally intended. They also allowed other stock to be cascaded to the North London and Oxted lines.

There were three batches of Class 455s, all consisting of four cars: driving trailer vehicles at each end, an intermediate trailer vehicle and an intermediate motorised vehicle (powered by four EE507-20J of 185 kW carried on the bogies of the MSO vehicle, some recovered from Class 405s), all originally built to the standard class 3+2 seating arrangement with 316 seats. Technically, they are formed DTSO+MSO+TSO+DTSO.[ They have the same bodyshell as the Class 317 and Class 318, but as they were designed for inner suburban services they do not feature first class seating, air conditioning or toilet facilities and are restricted to 75 mph (121 km/h).[3] Like the Class 317/318, as well as the diesel Class 150, they are based on the British Rail Mark 3, with a steel construction, unlike the earlier PEP based Class 313, Class 314, Class 315, Class 507 and Class 508, which had an aluminium alloy body"

South Western Railway (SWR) is owned by FirstGroup (70%) and MTR Corporation (30%) that operates the South Western franchise. It operates commuter services from its Central London terminus at London Waterloo to South West London. SWR provides suburban and regional services in the counties of Surrey, Hampshire and Dorset, as well as regional services in Devon, Somerset, Berkshire and Wiltshire. Its subsidiary Island Line operates services on the Isle of Wight. SWR was awarded the South Western franchise in March 2017 In December 2024, the government announced that SWR's contract would not be renewed in May 2025 and that the service would be renationalised., and took over from South West Trains on 20 August 2017.

Volkswagen Golf Clipper Cabriolet (1980-93) 1781cc S4 OC Production 400871 (all Cabriolet)

Registration Number K 554 JMY

VOLKSWAGEN SET

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

Also available with 1457cc and 1585cc engines. Based on the Mk.1 Golf, Karmann at Osnabruck engineered and carried out the conversions, initially using the 1.8 ltr 112bhp GLi three door as abasis. over the next thirteen years and still using the Mk.1 bodyshell sevral variations of the Cabriolet were built. Replaced in 1993 by a mk.III Cabriolet.

Shot at Cars in the Park, Lichfield 01:07:2012 Ref: 86-160

Humber Sceptre 1 (1963-65) Engine 1592cc S4 OHV

Registration Number DPE 11 B

HUMBER SET

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

Humber variation on the Hillman Super Minx/Sunbeam Rapier theme. With the Super Minx bodyshell and Rapier grille. Quad head lights, dual overdrive and servo front disc brakes. Twin carburettors on the early Series 1.

The Series II from 1966-67 has the larger 1725cc S4 OHV engine and an Automatic option

Shot at The Enfield Pagaent 30.05.2010 Ref 69-233

Please do not forget to visit the Flag Couter on my Profile page to record a visit from your country.

Thanks

1974 Austin Mini.

Fitted with a 1380cc engine. Last taxed in November 2008. H&H classic car auction, Buxton -

"Chassis Number: XK251-55739A

Minis have probably catalysed more competition careers than any other car and this racer, starting as a standard round-nosed 850, has been extensively developed into an award-winning sprint/hillclimb car. It has been built to MSA regulations to contest the modified production up-to-1400cc class, and holds a current MSA competition logbook. It took six years to develop, and has competed in the Longton and District Speed Championship, The Mid-Cheshire Gold Cup and other north-west sprint and hillclimb meets. In October 2007, it won the Best Prepared Car award at the Three Sisters Sprint meeting, and its last event was Oliver's Mount in May this year. The bodyshell uses a lightweight glassfibre removable frontage and boot lid, six-point Safety Devices rollcage, fire suppression gear and a 1-gallon fuel tank. For the driver, there's a Cobra Monaco seat with Willans harness, an Autogauge revcounter, brake bias valve and hours gauge. The engine is a GT thick-wall block now displacing 1380cc, with MED knife-edge cross-drilled crank and two-bolt centre main strap, Impulse Developments race head with 37mm inlet and 31mm exhaust valves, 1.5 ratio roller rockers, Kent 310SC race cam, split Dell'Orto 45s on Longman manifolds and electronic ignition. This drives through a Quaife straight-cut close-ratio competition gear kit with Jack Knight 1:1 straight-cut drop gears and four-pin competition diff with 4.3:1 ratio. Suspension comprises heavy-duty Rose-jointed bottom arms and tie-bars at the front with AVO dampers, and the rear runs a beam axle with AVO coil-overs. Brakes are four-pot alloy callipers operating on 7.9in discs front, and Minifin drums on the rear. Earlier this year the car was changed from 13in to 10in wheels, which are new 6x10in Revolutions, to suit Mini Miglia regs. The Hoosier slicks the car sits on have covered only one event and the Yokohama wets have never been used. The vendor describes the Mini as "very good all round" - and it comes complete with a Brian James trailer, plus a useful box of spares. This is only the bare outline of its specification, which is exhaustive, and we recommend close inspection of the car and paperwork; a well-sorted competition car with only 10.5 hours since refurbishment that could be made into a circuit racer relatively simply."

Sold for £5720.

A condition indicative of many old British Leyland products, this unfortunate Acclaim was found in a barn, though internally it was still in fairly good condition.

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

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

And thus the Triumph Acclaim was born!

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

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

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

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

Porsche Carrera RS (high impact bumper) (1974-77) Engine 2687cc flat six

Registration Number PGF 911 L

PORSCHE SET

www.flickr.com/photos/45676495@N05/sets/72157623690528015...

The RS was originally built to homogolate the cars for racing, Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210hp. revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear wings. In RS Touring form it weighed 1075 kg and in Sports Light form around 100kg lighter.the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made,

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS. .It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price.

The original Carrera 2.7RS ran from model years (1973-74, was replaced in 1974 with the introduction of impact bumpers to conform with low speed protection requirements of US law. In 1974 the engine size was increased to 2687 cc giving an increase in torque. The use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up.

The Carrera 2.7, now a regular production model, inherited the wider rear wings of the RS together with its 210 PS (154 kW) MFI engine and was indeed mechanically identical to the 1973 RS and still weighed the same at 1075 kg

Shot at Donington Historic Festival, 6th May 2012 Ref: 84-400

Skoda Felicia (1994-2001)

SKODA SET

www.flickr.com/photos/45676495@N05/sets/72157623722493201...

The Skoda Felicia was one of the first Skoda's to benefit from Skoda Autos takeover by Volkswagen. As such the car was offered with a wider range of engines, including the first Skoda diesel. Debuted on the Charles Brodge in Prague in October 1994. In 1998 the high customer satisfaction of the Felicia contributed strongly to Skoda winning the Best Manufacturer award in the JD Power car survey. In 1998 the Felicia received a minor facelift that included a new grille, and larger bumpers, but there also minor upgrades to the chassis and bodyshell crash safety. Shot World series by Renault, Silverstone 04.07.09. ref. 41-29

Jensen SP (1971-73) Engine 440cu (7212cc) Chrysler V8 Production 105

Registration Number WEU 399 L

JENSEN SET

www.flickr.com/photos/45676495@N05/sets/72157624203748256...

Based on the Jensen Interceptor,

a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.

The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.

The SP (six pack) was powered by the larger 7212cc Chrysler V8 OHC, shared with the Interceptor III but with 3x2 barrel carburettors and with 390bhp, identified by its louvered bonnet panel

The SP has the distinction of being the most powerful car ever made by Jensen.

Shot at The Enfield Pagaent 30.05.2010 Ref 69-251

Please do not forget to visit the Flag Counter on my Profile page to record a visit from your country.

Thanks

The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.

Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.

If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.

This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.

Chassis n° 303232

Zoute Sale - Bonhams

Estimated : € 160.000 - 200.000

Sold for € 178.250

Zoute Grand Prix 2021

Knokke - Zoute

België - Belgium

October 2021

"Those now-immortal three numbers, 911, have come to signify the benchmark by which every other sports car is measured. Just as it was 30 years ago, sports cars are still all about excitement and speed. And this the 911 provides in abundance," – Peter Morgan, Original Porsche 911, 1995.

Few sports cars have proved as versatile as Porsche's perennial 911, a model that, for the past 50-plus years, has proved equally capable as a Grand Tourer, circuit racer or rally car. A 'modern classic' if ever there was one, the 911 first appeared at the 1963 Frankfurt Motor Show as the '901', but shortly after production proper commenced in 1964 had become the '911' following Peugeot's complaints about the use of '0' model numbers. The preceding Type 356's rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower.

This particular Porsche 911 is one of the early, short-wheelbase cars of the type much favoured by the historic rallying fraternity, a situation that has led to original examples such as this one becoming a great rarity. It belongs to the '0-Programme' series built from the start of production in August 1964 up to the introduction of the longer-wheelbase 'A-Programme' model in August 1967, and thus represents the Porsche 911 in its earliest and purest form.

According to the accompanying documentation issued by Porsche Italia, this car was built for the 1965 model year (1st August 1964 to 31st July 1965) with an invoice date of 16th December 1965. The specified colour scheme was Polo Red (colour code 6602) with a brown vinyl interior, while the only other factory option listed was Webasto heating. The country of first registration was Italy, in the province of Macerata in the Marche region, and the car has remained in Italy ever since. The Certification of Origin, again issued by Porsche Italia, confirms engine number '903335' was the original (it is still fitted to the car).

The current owner, an avid classic car enthusiast with a small stable of cars, purchased the Porsche in 2004, initially to race it, which he did. But then he decided that a 911 from 1965 was far too valuable to race and commissioned respected Porsche specialists Pentacar of Colico near Milan to carry out a no-expense-spared restoration, commencing in March 2017. The body was stripped back to bare metal, repaired where necessary and professionally repainted to a very high standard in the original colour of Polo Red. The interior was restored at the same time, as of course were the mechanicals and the original matching-numbers engine. The result is described as excellent in all respects, and since the restoration's completion in May 2020 the car has been driven only a little over 1,200 kilometres at the time of cataloguing. As icing on the cake, the owner purchased a new tool kit and jack from Porsche Classic to complete the picture. The car is offered with the Italian libretto and Certificato di Proprietà as well as ASI Targa Oro certification. An original, Italian-delivered Porsche 911 from 1965, with matching engine and colour, this is a car for the true Porsche connoisseur.

E9

Chassis n° 2275496

The Zoute Sale - Bonhams

Estimated : € 350.000 - 450.000

Sold for € 368.000

Zoute Grand Prix 2023

Knokke - Zoute

België - Belgium

October 2023

1973 was a landmark year for BMW, for not only did the German manufacturer power Jean-Pierre Jarier to the European Formula 2 Championship, it also captured the European Touring Car Championship using one of the most iconic racing 'saloons' of modern times: the 3.0 CSL, known popularly as the 'Batmobile'.

The introduction of the similarly styled 3.0-litre CS in 1971 brought with it numerous improvements, including four-wheel ventilated disc brakes, and with 180bhp on tap the model was good for around 130mph. For racing purposes there was the lightweight 3.0 CSL.

Visually indistinguishable from its more 'run of the mill' relations, the CS and CSi, the 3.0 CSL (Coupé Sport Leicht) was creative homologation at its best. The BMW engineers' solution to the marketing department's requirements was to develop a limited production run 'homologation special' to meet the constrictive framework of the Group 2 racing class regulations. By removing the trim; using thinner steel for the main bodyshell; aluminium alloy for the doors, bonnet and boot lid; and Perspex for the side windows a valuable 136kgs in weight was saved – 'Leicht' indeed.

Homologated initially with a fractionally over-bored (3,003cc) engine (enabling it to compete in the over 3-litre class) the 3.0 CSL came with 206bhp for road use and well over 300 horsepower for the track. In 1973 the engine's stroke was increased, upping capacity to 3,153cc (nominally 3.2 litres) and from mid-season onwards the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University, which consisted of a front chin spoiler, large rear wing and various other devices. Illegal for road use in Germany, the wings were left in the boot for final installation after purchase.

Thus equipped the Batmobiles were able to defeat the previously all-conquering Ford Capri RS2600s, Toine Hezemans capturing the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-driving one to a class win at Le Mans that year with Dieter Quester. Ford bounced back in 1974 but from 1975 onwards the BMW 'Batmobiles' won five consecutive European Touring Car Championships, a quite unprecedented run of success.

The Batmobile we offer here is one out of the 110 Series 1 examples built (total production was 167 examples). Series 1 cars' chassis numbers were always prefixed '2275' and there was the choice between Silver or Chamonix White paintwork; interestingly, only some 30 were ordered in Chamonix White, making them rarer and more desirable. This Batmobile was manufactured in September 1973 and delivered new to BMW Niederlassung in Hamburg, Germany. The car seems to have remained in Germany for a few years before being sold in 1978 to Japan, where there was an emerging market for interesting European sports cars. As is common practice in Japan, the date of first registration chosen by the authorities is the day the car was registered in Japan (ignoring any previous registration), which is why this car is titled as 1978, having been registered there in March of that year.

While in Japan the Batmobile belonged to the important Naito Collection in Tokyo. It was restored around 2012 and has remained in Japan for most of its life, only returning to Europe recently. Since its return the car has formed part of an important private collection. Only some 2,000-3,000 kilometres have been covered since restoration. The matching-numbers engine is correctly stamped '2275496' (as confirmed by a specialist) but for reasons unknown 'V' check marks were stamped over the engine number in Japan.

More recently the BMW has been road-registered in Belgium with the most appropriate personalised registration plate 'BATMOB'. Accompanying documentation includes Belgian registration documents; technical inspection valid until August 2025; BMW Certificate confirming chassis and engine numbers and German delivery from new; an old Japanese registration document and some Japanese invoices for work carried out; and a classic car valuation report (dated September 2020).

Today the car is beautifully presented, its older restoration holding up well, and this spectacular 'homologation special' is ready to be enjoyed by its new owner.

Dynacorn Classic Bodies Mustang Show Car ll ad and Restorer's Choice for Dynacorn International.

Class 442. 2411. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Operating the 1U85 1430 Gatwick Airport to London Victoria service. Seen departing London Victoria Station.

These units were new to the South Western division of Network SouthEast operating services from London Waterloo to Weymouth. These were withdrawn from South West Trains and eventually transferred to Southern Railway to primarily operate the Gatwick Express services.

The second generation of the Impala after the original Bel Air, the Impala for the 1959 showed heavy redesigns, sharing bodyshells with lower-end Buicks and Oldsmobiles as well as with Pontiac as part of a GM economy move. As a result, the Chevrolet's wheelbase was 1-1/2 inches longer, used a new X-frame chassis, had a roof line that was three inches lower, a body that was two inches wider, and its curb weight increased. Its tailfins protruded outward, rather than upward and taillights were a large "teardrop" design at each side.

The Impala became a separate series, adding a four-door hardtop and four-door sedan, to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4,640 cc), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5,700 cc) V8 up to 315 hp (235 kW). Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was "Speedminder", for the driver to set a needle at a specific speed and a buzzer would sound if the pre-set was exceeded.

The 1960 Impala models reinstated three round taillights on each side, a nonfunctional front air intake scoops, and a white band running along the rear fender.

The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The carbureted Turbo-Fire 283 cu in V8 could have either 170 or 230 hp (130 or 170 kW). The 348 cu in was available in 250 to 320 hp (190 to 240 kW) with a 350 hp (260 kW) Super Turbo-Thrust Special with triple two-barrel carburetors, 11.25:1 compression ratio, and dual exhausts. Fuel injection was no longer an option on full-size Chevrolets. New to the options list was speed and cruise control.

Production was 490,000 units.

Right-hand drive cars were made in Oshawa, Ontario, Canada, for New Zealand, Australia, and South Africa and assembled locally from CKD or SKD kits. The right-hand drive dashboard was a mirror image of the 1959 Chevrolet panel and shared with equivalent right-hand drive Pontiac models. Australian models were assembled by hand on the GMH Holden assembly lines.

Triumph Spitfire GT6 Mk1 (1966-68) Engine 1998c S6 OHV Production 12,066

Registration Number MNJ 821 F (East Sussex)

TRIUMPH ALBUM

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

This car is registered and badged as a GT6, with a GT6 engine, but obviously the GT6 was a hard top fast back, while the Spitfire was a soft top with an occasional hardtop. So it is eith er Spit with a GT6 lump or unique. Here is a little bit of info i picked up. An unmodified Spitfire 4 was delivered to Michelotti's design studios in Italy and late in 1963 the prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but the extra weight of the GT bodyshell resulted in extremely poor performance from the Spitfire's 1,147 cc engine and plans to develope the GT4 were shelved. Michelotti's fastback design for the Spitfire GT4 prototype was adopted by the Triumph racing programme for the 1964 season, as it was deemed to provide an aerodynamic benefit over the standard Spitfire body shape. Fibreglass copies of the Spitfire GT4's fastback were grafted on to the race-modified Spitfires destined for competition. The Spitfire racing programme was successful and in 1965 resulted in 13th overall and a 1st in class at LeMans. The Spitfire's competitive success and the continuing commercial success of the production vehicle led Triumph to re-evaluate its shelved plans for a GT version of the Spitfire. To overcome the lack of performance inherent in the heavier body style the Spitfire's 4-cylinder engine was replaced with the more powerful 2.0 L (1,996 cc) Triumph inline 6 originally derived from the Vitesse. The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the Spitfire per-fix. Contemporary Triumph marketing advertised the GT6 as being developed from the race winning LeMans Spitfires, when in truththe Le Mans Spitfires and the GT6 were actually two entirely separate development programmes (the GT programme pre-dating the racing programme). However, the marketing spin was so successful that many people erroneously believed the Le Mans Spitfires to actually be GT6s.

The first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. he new body was a sleek fastback design with an opening rear hatch, earning the GT6 the nickname of poor man's E-Type It was really a 2-seater, but a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was based on that of the Triumph Vitesse 2 litre developing 95bhp necessitated certain changes to the Spitfire mechanics; the radiator was new and mounted further forward in the car and the gearbox was the stronger unit from the Vitesse 2 litre, with synchromesh on all 4 forward gears. An optional Laycock de Normanville overdrive was offered giving a 20 per cent overdrive on 3rd and 4th gears. Front springs were uprated to cope with the extra weight of the new engine with the car weighing in at 1,904lbs The only major criticism was of its rear suspension; the GT6 inherited the swing-axle system from the Spitfire, which in turn was copied from the Herald small saloon. In the saloon it was tolerated, in the Spitfire criticised and in the more powerful GT6 it was a problem, particularly in the US market.

Triumph realised that they needed to find an answer to the handling problem, and their response came in 1969 with the Mark 2.

Diolch am 85,115,698 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 85,115,698 amazing views, every one is greatly appreciated.

Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 149-477

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

DB Schenker's class 92 number 92029 named "Dante" works 4E26 from Dollands Moor Sidings to Scunthorpe Redbourne sidings on an overcast 7 January 2014. 92029 was also photographed the day before at Dollands Moor yard with a similar train (www.flickr.com/photos/35502189@N03/11824080145/).

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

Austin Allegro 1300SDL Mk2 (1976-80) Engines 1275cc. S4 Tr.

Registration Number UTC 884 T (Bristol)

AUSTIN SET

www.flickr.com/photos/45676495@N05/sets/72157623759808208...

The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a quartic steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs. The quartic wheel did not take off, and was dropped in 1974

The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.

The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an A-Plus version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982

Diolch am 87,365,2928o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 87,365,928 amazing views, every one is greatly appreciated.

Shot 12.09.2021 at Cars in the Park, Lichfield Ref. 121-235

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

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

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

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

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

Here we are, one of the rarest Rolls Royces and indeed cars to ever trundle down the roads, the last of the mighty Corniche. Although sold only as the Corniche, it is often dubbed the Corniche 2000 or the Corniche V, depending on your preference.

The last of the original Silver Shadow based Corniche's of the 1960's were built in 1995, and for three years Rolls Royce only sold the Silver Spirit and Spur until these were replaced by the Silver Seraph in 1998 following acquisition of the company by both Volkswagen and BMW.

Volkswagen was contracted to build Bentley and Rolls Royce vehicles between 1998 and 2003, whilst BMW supplied the engines to replace the original Rolls Royce V8 that had been handed down since the introduction of the Silver Shadow in 1965. In the end BMW were only able to supply their own V12 to the Silver Seraph, whilst the original RR V8 continues to be used even to this day, with a 6.75L version ending up in the Corniche V.

Either way, to compliment the new Silver Seraph, plans were launched to create a convertible two-door saloon version with the revived Corniche name. However, instead of taking a regular Silver Seraph, removing the rear doors and cutting off its roof, Rolls Royce instead went to long time partners Bentley for design assistance, with the result that the Corniche V is in fact built on the platform and with the bodyshell of the Bentley Azure,with Rolls Royce grille and badging, as well as Silver Seraph styling added instead. This was the first, and only Rolls Royce car to be derived from a Bentley product, instead of the usual tradition where Bentley cars were derived from Rolls Royce models.

In January 2000 that car was launched and became the company's flagship motor, with a base price of $359,900. As mentioned, the car is powered by a 6.75L Rolls Royce V8, providing 325hp and whisking the car to a top speed of 135mph at a rate of 0-60 in 8 seconds, which is pretty good going for a 6,000lb luxury saloon!

Inside the car came outfitted with every luxury and refinement characteristic of a Rolls-Royce. The car has a Connolly Leather interior, Wilton wool carpets, chrome gauges and a wide choice of exotic wood trims. Dual automatic temperature control, a six-disc CD changer, automatic headlamps and automatic ride control are standard.

Vehicles were built to order, but the heavy base price made them not as easy to purchase as the technically similar Bentley Azure, which meant that eventually only 374 of these cars were built between 2000 and 2002 when BMW took full control of Rolls Royce.

The Corniche V has the distinction of being the last ever Rolls Royce to be built at their traditional Crewe Factory, which had housed the company since 1946. On August 30th, 2002, a Corniche with chassis number SCAZK28E72CH02079 left the factory as the final Rolls Royce product of their home base, leaving in the company of a classic 1907 Rolls Royce Silver Ghost.

Following the departure of Rolls Royce, the company set up shop in Goodwood near Chichester in the south of England, where the next car to be built was the 2003 Phantom. The spiritual successor of the Corniche V is essentially the Phantom Drophead Coupe, but this is a point of conjecture. Production at the Crewe factory was turned over entirely to Volkswagen and the construction of Bentley automobiles. The Bentley Azure continued in production until 2009, bringing an end to the 14 year old design that had helped spawn the last of the Corniches.

Originally the name was meant to be revived on Rolls Royce's latest car, but in the end was dubbed the Wraith.

Today you'd be very, very hard pressed to find one of these cars. Although many forget about the Corniche V and indeed the Silver Seraph, the surviving examples can still fetch a hefty price of up to £250,000 and more.

Nope, not a Porsche GT3...But it is a Rare Lotus Esprit GT3. Based on the MkV Esprit Bodyshell, and fitted with a 2.0 Litre, 240BHP 4-Cylinder Lotus Engine.

Since picnik is closing soon, i thought i would make use of the free Premium Package that it offers. So here is the Result...What do you think?

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

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

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

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

The Jensen Interceptor was a sporting GT-class car hand-built in the United Kingdom by Jensen Motors between 1966 and 1976. The Interceptor name had been used previously by Jensen for an earlier car made between 1950 and 1957. The car broke with Jensen tradition by having a steel bodyshell instead of glass-reinforced plastic and by having the body designed by an outside firm, Carrozzeria Touring of Italy, rather than the in-house staff. The early bodies were Italian-built, by Vignale, before production by Jensen themselves began – with subtle body modifications – in West Bromwich.

(Wikipedia)

- - -

Der Jensen Interceptor war ein Sportwagen der GT-Klasse, den die britische Automobilmanufaktur Jensen zwischen 1966 und 1976 baute. Die Bezeichnung Interceptor hatte Jensen bereits 1950 für einen Vorgänger verwendet, der heute meist als Early Interceptor bezeichnet wird.

(Wikipedia)

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

Registration Number L 881 WTN

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 24:12:2011 in Canterbury, Kent. REF: 79-270

Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 52 countries (last new country Austria and 32 US states last new State Michigan) Last new overseas visitor Denmark last new US state visitor California

s04.flagcounter.com/more/VIv

.

The Porsche 911 (pronounced as Nine Eleven, German: Neunelfer) is a luxury 2-door sports coupe made by Porsche AG of Stuttgart, Germany.

These 1972 and 1973 Carrera RS models, valued by collectors, are considered by many to be the greatest classic 911's of all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.

Happy ‘May the 4th’!

For this year's Star Wars Day, I have created a new build from one of the newer Star Wars Universe stories, the 2018 film - 'Solo - A Star Wars Story'.

One of the notable vehicle was a navy blue speeder. This vehicle exhibits design asymmetry, but on closer inspection, the design looks as though it is a vehicle that has been damaged along the left hand side, removing some of the external bodywork.

The vehicle I chose to reinterpret the design over is the classic 1963 Ford Falcon Sprint. This US design (different to the very similar car sold in Australia) was available with both a 2-door bodyshell, convertible and with a V8 engine, sort of a precursor to the Falcon-based Mustang launched the following year.

As well as sharing the 'Falcon' name with a future Han Solo vehicle, this model year Ford Falcon also exhibits the best representation of Ford's 1960 'Space-era' styling - rocket pod rear lamps, along with matched single lamp front end.

One styling theme not found on the earth bound car, but featured on the speeder is a kind of targa-top roof ring. I have placed this over the second row seats in an effort to balance the proportions.

This new build is created for #mocaroundgang #mocaround65 #starwars theme, hosted by @poppalars

The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.

Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.

If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.

This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.

The 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.

Class 27 no 27043 seen at Eastfield depot in Glasgow on 13 October 1984. 27043 (the former D5414) had been withdrawn from service in April 1980, and so had been in store for more than 4 years when this photo was taken. It's disposal is noted as being "to landfill" at Mount Vernon tip in Glasgow, and I believe that the story was that the loco was found to contain so much asbestos that it was deemed to be cheaper to simply dump the bodyshell in landfill than to remove the asbestos. So if anyone wants a Class 27 to restore you know where to find it!

Built between 1947 and 1967, the Austin A40 was one of Britain's most iconic and popular family cars, and was unveiled throughout its production life in a variety of guises, including:

- 1947–50 Austin A40 Dorset 2-door saloon

- 1947–52 Austin A40 Devon 4-door saloon

- 1947–56 Austin A40 Countryman 2-door estate car

- 1947–56 Austin A40 Van 2-door panel van

- 1947–56 Austin A40 Pick-up 2-door pick-up truck

- 1948–56 Austin A40 Tourer 2-door, four passenger tourer built in Australia

- 1950–53 Austin A40 Sports 2-door, four passenger convertible with twin-carburetors and aluminium bodyshell

- 1952–54 Austin A40 Somerset 4-door saloon and 2-door convertible

- 1954–56 Austin A40 Cambridge 4-door saloon

- 1958–67 Austin A40 Farina 2-door saloon/hatchback

In 1971, the Type 74 Europa Twin Cam was made available to the public, with a 105 bhp 1557cc Lotus-Ford Twin Cam engine (113 bhp US "Federal" version with standard emissions control and Big Valve engine with Stromberg carburetors, until the end of production) 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 four-speed gearbox (Type 352) was introduced. Mike Kimberley, who rose to become chief executive of Group Lotus, then a new engineer at Lotus, was appointed Chief Engineer of the Europa TC project. 1,580 cars were shipped as Europa "Twin Cam" before Lotus switched to a 126 bhp "Big Valve" version of the engine.

In Europe and rest of the world markets, the Big Valve "Europa Special" version was aspirated by Dell'Orto carburettors version of the same engine; in addition it also offered a new Renault five-speed (Type 365) gearbox option. It weighed 740 kg (1631 lb), Motor magazine famously tested a UK Special to a top speed of 123 mph (198 km/h), did 0–60 mph in 6.6 seconds, and ran the 1/4 mile in 14.9 sec. This at a time when all road tests were carried out with both a driver and passenger, with only the driver on board the 0–60 mph time would have been well under 6 seconds, a phenomenal performance for the period. In the US version of the Europa Special, where the Federalized version of the Big Valve had already been introduced earlier in the Twin Cam model, the only changes were larger brakes and the optional 5 speed transmission which would become standard on the special in 1974.

The XR4Ti was the trim level given to the sportiest of the original release Ford Sierras. The XR4Ti differed from the other Sierra models principally in the adoption of the small side rear window of the 5-door liftback, in the 3-door bodyshell.

Apart from this excentricity, the XR4Ti displayed the usual go-faster styling of the period - big wheels, deep bumpers, red stripes and spoilers. One feature taken from the 'Probe' series of Ford concept cars was the use of a 'bi-plane' rear wing, the top section which biseced the rear window.

If all these styling diversions were not enough of a shock, the 1982 Ford Sierra range replaced the conservative, three-box, square-cut styling of the best selling Ford Cortina Mk V, with the new aerodynamic, slippery form, as pioneered by the Audi 100 of the same year. The media dubbed the styling 'jellymold' and were critical of the grille-less nose. This bold gamble would stand the Sierra on good stead toward the end of its product cycle, when it still looked modern, whilst many of its principle competitors were starting to look dated. At the time, however, it was widely reported (falsely) that Frd was readying to put the conservative Cortina back into production. The Sierra lost the Cortina's position as the top selling car in the UK to the Escort, but enabled Ford to be perceived as an innovative and contemporary company. The Sierra was replaced in 1993 by the dynamic handling Ford Mondeo, which returned Ford to a more conservative styling template for family cars in Europe.

This Lego Ford Sierra model has been created in Lego Difital Designer for Flickr LUGNuts 43rd Build Challenge - 'Plus or Minus Ten' - celebrating vehicles built ten years before or after the birth year of the modeller - in this case the 1982 Ford Sierra.

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

RENE BONNET SET

www.flickr.com/photos/45676495@N05/albums/72157654518194325

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

.

Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-211

2014 "Ford Mustang" in the paddocks of the 2014 CRAA classic race in Aarhus.

Driver: Mikkel C. Johansen (DK)

Racing class: Auto-G DTC

Race number: 15

Race results in 2014 event:

Training (fri.): 8 (of 18)

Qualifying (sat.): 12 (of 19)

Heat 1 (sat): 19, RET (of 19)

Heat 2 (sun.): 13 (of 18)

Heat 3, final (sun.): 11 (of 18)

Photo taken after heat 1.

DTC stands for Danish Thundersport Championship. The cars follow the CCR MkI and MkII regulations. They consist of a chassis built by Performance AutoMotive Scandinavian AB (PASAB) fitted with a clip-on bodyshell. The engines are 5,7 litre V8s, delivering 445 hp. The available bodyshells change a little from year to year, but in 2014 there were 3 options: Ford Mustang, Chevrolet Camaro and Dodge Challenger.

Each race weekend consists of a free practice, qualifying and 3 heats, of which the last one is considered the "final"

After heat one, the top 8 will normally get reversed for the heat 2 starting grid, which often causes interesting results and is a guarantee for highly entertaining racing.

Races take place mostly in Denmark, but with occasional visits abroad. 2 races per year take place on street circuits: this one in Aarhus at the CRAA and one in Copenhagen during the Historic Grand Prix there.

Most drivers are danish, but there's always a few norwegians in the pack as well.

The driver line-up is incredibly mixed and features star drivers (past and present) like Jan Magnussen, "Super John" Nielsen, Ronnie Bremer and Casper Elgaard alongside some of Denmark's finest young racing talents with full backing from big teams, as well as a bunch of privateers, who primarily take part for the fun of racing.

At the end of each season, a driver's 3 worst results get discarded to get the final overall result.

The DTC class is widely regarded as the pinnacle of racing on danish soil and is followed intensely by media as well as spectators.

There have been some voices against the DTC being included in the CRAA, saying that this class is anything but "classic racing", which is, of course, true, but no class causes the stands to be as packed as DTC, so it certainly helps attract people (and media interest)

DTC may not be "classic racing", but it plays a major part in making the annual CRAA event so successful.

Nº 76.

Renault 21 GTS (1990).

Escala 1/43.

"Les Classiques de L´Automobile" - Editions Hachette / Auto Plus (France).

Ixo.

Año 2012.

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

Les Classiques de L´Automobile

Hachette-Auto Plus

(...) "La série a commencée a être distribuée à partir de février 2010, c'est la Citroën DS 19 Pallas de 1965 produite par Ixo Models qui commence le défilé des automobiles classique de cette collection.

Les miniatures sont réalisées en métal et matière plastique, les moules et matrices de productions proviennent du fond d'Ixo Models déjà mainte fois utilisé,

ce qui fait que l'on retrouve dans cette collection de nombreuses miniatures identiques à celles déjà proposées dans d'autres collections distribuées en france,

avec leurs qualités, mais aussi et surtout avec leurs défauts non corrigés." (...)

Source: genieminiature.com/Les%20classiques%20automobile%20%20Aut...

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

RENAULT 21 Hatchback 1989 - 1994

"Manufactured in three body configurations, a 4-door sedan, a 5-door estate and a 5-door hatchback, Renault 21 is a car which was also exported to the North American market through American Motors.The design of the car was made by the famous Italian designer Giorgetto Giugiaro, who's also responsible for the appearance of multiple Lamborghini, Ferrari, Caddilac and BMW models. The hatchback variant was included into the Renault 21 series in 1989 but the production was ceased in 1994 when the French manufacturer introduced the Laguna Liftback."

Source: www.autoevolution.com/cars/renault-21-hatchback-1989.html...

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

1989 Renault 21 1.7 GTS Hatchback

"The Renault 21 1.7 GTS Hatchback is a front wheel drive vehicle, with the engine positioned in the front, and a 5 door hatchback bodyshell.

Its 1.7 litre engine is a naturally aspirated, single overhead camshaft, 4 cylinder unit that has an output of 92 bhp (93 PS/69 kW) of power at 5750 rpm, and maximum torque of 135 N·m (100 lb·ft/13.8 kgm) at 3000 rpm.

The engine drives the wheels via a 5 speed manual transmission.

The stated weight at the kerb is 1084 kg.

Maximum quoted speed is 179 km/h, or 111 mph."

More info: www.carfolio.com/specifications/models/car/?car=5368

1. Nuthatch, 2. Nuthatch, 3. Coal Tit, 4. Nuthatch, 5. Nuthatch, 6. Blue Tit, 7. Kingfisher, 8. Concorde,

9. Concorde, 10. Morris 1100 half scale bodyshell, 11. Young Heron, 12. Green Woodpecker, 13. Green woodpecker, 14. Great spotted woodpecker, 15. Early morning wake up call, 16. heron,

17. Lakeside Nature Reserve, 18. Ashvale Nature Reserve, 19. My creation, 20. Goodwood Revival 2008, 21. "goodwood xk 60 th anniversary", 22. "goodwood xk 60 th anniversary", 23. Stirling Moss @"goodwood xk 60 th anniversary", 24. "goodwood xk 60 th anniversary",

25. "goodwood xk 60 th anniversary", 26. "goodwood xk 60 th anniversary", 27. "goodwood xk 60 th anniversary", 28. Robin Red Breast, 29. JAG.20 GOODWOOD REVIVAL, 30. Cormorant, 31. Kingfisher, 32. Ferrari GT250 SWB,

33. Lightweight E Type, 34. Aston Martin DB2, 35. WALLDORF 1 87 SCALE COBRA, 36. MONOGRAM 1 43 SCALE COBRA 289, 37. WIX COBRA 427, 38. Marsh Models 1/43 scale FLIP TOP COBRA, 39. Kingfisher, 40. F1,

41. cob 6036 AC Cobra, 42. IMG_4741, 43. IMG_2093, 44. Vanden Plas 1300, 45. Ford Mustang GT 500, 46. Ford Mustang GT350, 47. Ford Mustang GT500, 48. Morris 1100 half scale bodyshell,

49. Morris 1100 half scale bodyshell, 50. Ford Mustang GT2+2, 51. IMG_4904, 52. IMG_5189, 53. csx 2057 AC Cobra, 54. P51 Mustangs ,Goodwood Revival 2009, 55. RAC TT Race ,Goodwood Revival 2009, 56. IMG_8832,

57. Richmond Trophy , Goodwood Revival 2009, 58. Spitfires ,Goodwood Revival 2009, 59. Goodwood Revival Air Display, 60. RAC TT Race ,Goodwood Revival 2009, 61. Barry Sheene Memorial Trophy ,Goodwood Revival 2009, 62. CSX 2035,Goodwood Revival 2009, 63. Spitfires and Mustangs,goodwood revival 2009, 64. Spitfires,goodwood revival 2009,

65. AC MK V1, 66. Cobra chassis, 67. AC 3000 ME, 68. Datsun 260 Z, 69. hscc ,brands hatch 2009, 70. Sedge Warbler, 71. house martin, 72. heron portrait

Nº 23.

Jaguar XK Coupé.

Escala 1/60.

"Coches en miniatura" - "El Periódico" (España).

Welly/Nex.

Año 2015.

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

Jaguar XK

From Wikipedia, the free encyclopedia

"The Jaguar XK series (XK, XK8 and XKR) is a series of grand tourer cars produced by British car maker Jaguar Cars since 1996. The series was introduced at the Geneva Motor Show on 5 March 1996, and the last car came off the production line on 23 July 2014.

The first generation of the series, the XK8, replaced the XJS, and was available as a coupé and convertible. The XK8 was the first 8-cylinder vehicle produced by Jaguar since the Daimler 250, introducing the Jaguar AJ-V8 engine.

The second generation XK was launched in 2006 (as a model year 2007). The new XK introduced an aluminium monocoque bodyshell, and is available both as a two-door coupé and two-door cabriolet/convertible, with just the engine and associated mechanicals being carried forward."

(...)

- XK8/XKR (1996–2006)

- XK/XKR (2007–2014)

"The newly designed XK was unveiled in 2005 at the Frankfurt Motor Show in Germany. Jaguar's chief designer Ian Callum (who was also responsible for working on the Aston Martin DB7 and Vanquish coupés) claimed that the inspiration for the shape of the new XK came from his admiration for British actress Kate Winslet's curves. The X150's grille was also inspired from the famous 1961 Jaguar E-Type.

The standard XK model has an unlimited top speed of 158 mph whilst the XKR an unlimited top speed of 174 mph. An even faster variant, the XKR-S model was introduced at the Geneva Motor Show in 2012. The XKR-S gained an additional 40-horsepower over the XKR bringing the 0-60 mph time down to only 4.4 seconds and the top speed up to 300 km/h (186 mph) - making it the fastest Jaguar yet after the Jaguar XJ220. A convertible version of the XKR-S was released in 2012.

Production of the XK ceased in July 2014 without a replacement model until F-Type."

Source: en.wikipedia.org/wiki/Jaguar_XK

The Clan Crusader is a fibreglass monocoque sports two-seater, powered by the Rootes Imp Sport engine, with suspension and main running gear from the same manufacturer.

The Crusader was originally conceived by a group of Lotus engineers in the late '60s. Paul Haussauer formed the Clan Motor Company and developed a prototype vehicle with the assistance of Brian Luff. The styling for the Crusader was by John Frayling.

Initial production of the first few cars started in a nursery factory in Washington, Tyne-and-Wear. They were completed and registered by July 1971. A purpose built factory unit was leased, taking advantage of government grants designed to improve employment in the area.

By the official start of production, in September 1971, five cars a week were being produced. This continued despite the coal miners' strike the next winter, the knock on effect of which caused supply problems. This prevented, to some extent, the growth of production, the factory being capable of four times this throughput.

Approximately 350 cars were built by Clan Motor Company including 19 specifically for competiton use. Some at the beginning being sold in component form, i.e. bodyshell fully trimmed, all wiring, glass and piping fitted. (in the same way as Lotus Elans) to beat the 25% purchase tax. With the advent of VAT, component kits were dropped. In May 1972 the Crusader was successfully crash tested at M.I.R.A.

Production ceased in late 1973 due to the company's financial difficulties, even though sales were still good. Several finished and part-finished cars were sold after the company's closure.

Information from the owners club website.

clanownersclub.com/

Alfa Romeo 8C Competizione (2007-09) Engine 4691cc V8

Registration Number THE 8 C

ALFA ROMEO SET

www.flickr.com/photos/45676495@N05/sets/72157623759785842...

First shown as a prototype at the 2003 Frankfurt Motorshow. In 2006 Alfa Romeo announced production a limited series of 500 8C Copetizione production Coupes. To be produced in four colours, Alfa Red, Competition Red, black or yellow with custom paint jobs available to customer specification at an additional charge.

The bodyshell is made of carbon fibre, produced by ATR Group, and fitted to a steel chassis, made by Italian company ITCA Produzione. The final assembly takes place at the Maserati factory in Modena, Italy.

Powered by a modified Maserati engine of 4.7 litres featuring a Ferrari/Maserati derived 90-degree cross-plane, with wet sump lubrication of 400PS and manufactured by Ferrari.

The 500 cars will be distributed: USA 90, Italy 80, Germany 80, Japan 70, France 40, United kingdom 40, Switzerland 35, Others 65

Shot at TheSpeed, Goodwood Festival of Speed 01:07:2011 Ref 76-033

Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 52 countries (last new country Austria and 32 US states last new State Michigan) Last new overseas visitor United States last new US state visitor California

s04.flagcounter.com/more/VIv

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 Nomad two-door Hardtop Wagon shown here is considered to be a sub-variant of the Bel Air series, and was not available in any other trim level. 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.

Renault 5 GT Turbo (1986-91) Engine 1397cc S4 OHV

Registration Number H 504 GPV

RENAULT SET

www.flickr.com/photos/45676495@N05/sets/72157623690632985...

The second generation R5, marketed as the Renault 5 (or "Superfive"), was launched in the SuperMini category October 1984 The bodyshell and platform were completely new (the platform was based on that of the larger Renault 9 and 11), and R5 aesthetic remained; styling was by Marcello Gandini. The new body was wider and longer with 20 percent more glass area, more interior space, and a lower drag coefficient (0.35). The biggest changes were adoption of a transversely-mounted powertrain from the 9 and 11 and MacPherson strut front suspension. The five-door version arrived in May 1985.

The Renault 5 GT Turbo was introduced as a hot hatch version in Februar 1985. t used a modified four cylinder, eight-valve Cléon 1397 cc engine, a pushrod unit dating back to the 1962 original (in 1108 cc form). It was turbocharged with an air-cooled Garrett T2 turbocharger. Weighing a mere 850 kg (1,874 lb), and producing 113bhp (115 PS) permitting it to accelerate from a standstill to 60 mph (97 km/h) in 7.5 seconds. To differentiate it from the standard 5, it came with blocky plastic side skirts. Turbo lag was an issue, along with poor hot starting, and was considered rather difficult to control. The same engine was used, with similar issues, in the Renault 9 and 11 Turbos. The regular 43-litre (9.5 imp gal) fuel tank was considered too small for the thirstier Turbo and so a 7-litre (1.5 imp gal) supplementary tank was installed at the rear left of the car, and the 5 GT Turbo also received an oil cooler, suspension upgrades contributed tp a lower ride height

In 1987, the facelifted Phase II was launched changes included water cooling for the Turbo extending the life of the Turbo, a new ignition system which increased the engines RPM boosting output to 118bhp 120 PS.

In late 1991 the Renault 5 GT Turbo was discontinued, superseded by the Clio 16V and the Clio Williams.

Shot @ World Series Renault, Silverstone 17/18th Sept. 2010 Ref 64-051