1962-1977 Alfa Romeo Giulia (960,567 were produced) + Gorgeous looks + fun to drive + endlessly tuneable + values continue to rise. The first 1962-1965 Giulias were updated Type 101 Giuliettas, suitably rebranded to ally correctly with the new Type 105 Berlina, launched at the same time. The Touring Giulia Spider was a 101-series car, as was the first Giulia Sprint coupé. These cars are seriously rare today. The 1962 105-Series Giulia Berlina was just as interesting as the glamourous coupe. It has a very sporting drive, with the same mechanical layout and gutsy engines as the coupe. The Giulia was a massive success when new. In 1964 the Sprint GT revolutionised Alfa Romeo, defining it as a maker of superb sporting coupes, convertibles and saloons. The ‘step front’ Giulia Sprint GT coupé was the defining Alfa of its era - and remains very much in demand because of its excellent dynamics and ease of tuning. When launched, the twin-cam 1600 versions were quick from the box. But the ultimate Giulia (aside from the special TZ and TZ2) was the 1965-'69 GTA. It was light and special, thanks to the extensive use of aluminium body panels, and much lower production volumes. This GTA was built for racing. The A in its name means Alleggerita, Italian for 'lightened', and even the sump, camshaft cover, timing cover and clutch housing were replaced by featherweight magnesium alloy items, just to save extra kilos. For additional performance, the engine gained a new twin-plug cylinder head. Throughout its long life, the Giulia continued to be developed. The 1966 GT Junior was a new entry-level model. In 1972 a 1600 Junior was introduced to close the gap in the range to the 2000 GTV. In 1967, the Giulia range was treated to a mid-life facelift to become the Nuova Giulia. The Giulia Sprint was facelifted to become the 1750 GTV coupé. It retained the original GT bodyshell but gained a quad-headlight front end and cleaner external trim details (as well as losing the step-front). These later models are considered to be the easiest cars to live with.

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

Nº 76.

Renaul 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...

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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...

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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

2014 "Chevrolet Camaro" returning to the paddocks of the 2014 CRAA classic race in Aarhus after crashing out in heat 2. The damages turned out to be too extensive to repair in time for the final a few hours later.

Driver: Elling Sebastian Aarvik (N)

Racing class: Auto-G DTC

Race number: 27

Race results in 2014 event:

Training (fri.): 17 (of 18)

Qualifying (sat.): 10 (of 19)

Heat 1 (sat): 18, RET (of 19)

Heat 2 (sun.): 18, RET (of 18)

Heat 3, final (sun.): DNS

Photo taken after heat 2.

One of the norwegian drivers, having a weekend to forget. After doing quite well in qualifying, he crashed instantly in heat one, retired early in heat two and did not make the start of heat three.

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.

Heaton to Derby RTC (Network Rail).

This track assessment unit was built in 1987 using the same bodyshell as the Class 150/1 "Sprinter" units that were built from 1985-1986. The unit is formed of two driving motor vehicles with individual carriages numbered in the Departmental series; 999600-999601. It normally works on lines also used by Sprinters and Pacers where the track quality is not good enough for larger and heavier track assessment stock.

This Moke was brilliant and I've some great movie film taken from it, driving through mud and water. If you hit deep water (over 30cm / a foot) it would acquaplane on the boat-like bodyshell. Another car I wished I'd kept!

W111

Chassis n° 111 027 12 002 266

- Mercedes-Benz's flagship model

- Matching numbers (Chassis, Engine and Gearbox)

- Only two owners and 71,800 kilometres from new

- Unrestored and outstandingly original

- Fully documented from new; all invoices available

Bonhams : The Zoute Sale

Important Collectors' Motor Cars

The Zoute Grand Prix Gallery

Estimated : € 260.000 - 280.000

Sold for € 258.750

Zoute Grand Prix Car Week 2025

Knokke - Zoute

België - Belgium

October 2025

'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz saloon but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.

The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.

The new V8 engine had particularly smooth running characteristics and endowed the 280 SE 3.5s with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.

Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury, and reliability. Only 1,232 Cabriolets were built, and today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

Offered with every single piece of paperwork accumulated since it left the Stuttgart factory on 21st August 1970, together with its original instruction manuals, this is without question one of the most fully documented cars Bonhams Cars has ever seen, and prospective purchasers should not miss the opportunity to inspect its exceptionally comprehensive history. A European car from new, this Mercedes-Benz 280 SE 3.5 Cabriolet was delivered new to Hamburg and remained in that city until 2025, enjoying only thwo owners in all that time while covering a relatively low 71,800 kilometres, which are believed to be correct. There is a list of the owners on file. The accompanying Mercedes-Benz Ausstattung reveals that this car was originally finished in white with a light red leather interior, and that it left the factory equipped with individual seats, seatbelts, fog lamps, halogen lighting, and a dark blue convertible hood. The leather of the interior and the carpets are in original, unrestored and very good condition.

According to our vendor, the Mercedes is highly original, unmolested and believed to be accident-free - while benefiting from a new soft-top. Its most recent service was carried out in 2024 and the car is said to be 'on the button'.

A rare and powerful four-seat open tourer, in a delightful colour scheme, this top-of-the-range Mercedes-Benz 280 SE 3.5 Cabriolet is one of the finest currently available.

Ford Thames 300E Van (1954-61) Engine 1172cc S4 SV Production 196885

Registration Number 991 XUY

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.

Thanks for 14.4 million views

SHOT AT THE Enfield Pagaent 27:05:2013 Ref 92b-464

The V12 Coupé is probably the rarest XJ40 model ever built.

Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.

The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.

The interior and bodyshell do look the bit: convincing enough to pass as a production car!

This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.

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.

Fourth highest price of the day.

1965 Ferrari 275 GTS

Sold for US$1,586,250 inc. premium

From the catalog:

Coachwork by and Design by Pininfarina

Chassis no. 07767

Engine no. 07767

3,286cc SOHC All-Alloy V-12 Engine

6 Weber Twin-choke Carburetors

260bhp at 7,000rpm

5-Speed Manual Transaxle

4-Wheel Independent Suspension

4-Wheel Hydraulic Disc Brakes

*Matching numbers example, quipped with rare and desirable factory hard top

*Exceptionally well-presented example with less than 45,000 original miles

*Desirable US-delivered example, imported new by famed Ferrari agent Luigi Chinetti

*Restoration carried out by noted restorers MPI Motion Products and North Coast Exotics

*Accompanied by original books, tools, Massini report and restoration records

THE FERRARI 275 GTS

There had been open-top Ferrari road cars before the advent of the 250 series, but it was, chiefly, Pininfarina's offerings on the later chassis that established the convertible as a fixture of the Ferrari range. After the experimentation and variety which characterized the coachwork of the 250-series cars, the arrival of the 275 in 1964 brought with it bodywork being manufactured by Pininfarina themselves, with a considerably improved build quality. The chassis followed Ferrari's established practice, incorporating a multi-tubular frame tied together by oval main tubes, and for the first time on a road-going Ferrari there was independent rear suspension, this setup employing a double wishbone and coil-spring arrangement similar to that of the 250LM sports-racer. The adoption of a rear-mounted five-speed transaxle combining the now all-synchromesh gearbox and differential in a single unit helped improve weight distribution, and this feature would characterize future generations of front-engined Ferrari road cars.

By the mid 1960s, Ferrari's road cars were beginning to lose some of their rougher edges and take on a more luxurious mien. The 275 GTS's interior is notable for its generously sized seats and wood veneer dashboard, the latter appearing for the first time in a Ferrari. Even the most sybaritic of customers, though, would acknowledge that the driving experience is the raison d'ętre of Ferrari ownership, and in this respect the 275 GTS had lost none of its predecessors' aggressive charm. Car & Driver magazine had this to say: "Since the engine is heir to a V12 tradition that's gone on for almost twenty years, it's only natural that it should be the dominating factor in the car's personality, and that the whole car should have been developed around the engine and its own unique character. You can feel it as much as you can hear it. It has a taut, powerful rush of response that comes to you through the seat of your pants, through the steering wheel rim. The instant the clutch is engaged, the chassis takes on life and begins to move as a unit with the engine, it's an all-in-one-piece sensation that you normally feel only in racing cars, one that's unique to the Ferrari among normal passenger vehicles today."

THE MOTORCAR OFFERED

This remarkable, matching numbers example of the timeless Ferrari 275 GTS benefits from a concise and well-researched chain of ownership - including a documented 33-year period of care by one devoted owner - in addition to a spectacular restoration performed by the Ferrari specialists at Motion Products (MPI) and North Coast Exotics.

According to research complied by marque expert Marcel Massini, chassis no. 07767 is the 137th of the just 200 275 GTS examples built. The chassis was sent to Pininfarina for Spider coachwork in June of 1965, and the luxurious motorcar was completed at the Maranello Ferrari Works presumably during August of 1965, having completed its engine assembly by Ferrari foreman Mr. Amos Franchini. The 275 GTS had the exterior finished in 'Argento 20265' silver metallic, while the interior was trimmed in 'Nero Franzi' black leather. The car was configured as a left-hand drive, US-market example, with speedometer in miles-per-hour. 07767 is believed to have been fitted with the rarely optioned hard top from new, as sold with the car today.

The new 275 GTS would make its way Stateside right away, being delivered to legendary Ferrari importer and 24 Hours of Le Mans Winner Luigi Chinetti and Chinetti Motors in September of 1965. Chinetti is recorded as having sold the new Ferrari to its first owner in November of 1965. By 1972, the car was owned a Mr. Thomas W. Donahoe of Houston, Texas, before being acquired by Mr. Charles H. Noble, Jr of San Antonio, Texas, in who's devoted ownership the exotic Ferrari 275 GTS would remain for the next 33 years. By the 2000s, Mr. Noble would have noted Ferrari restorer Bob Smith Coachworks of Gainesville, Texas re-paint the car in red, a very common Ferrari color at the time, in addition to other light restoration work. The 275 GTS would leave Mr. Noble's devoted custodianship in 2012 - at which point Mr. Noble was 86 years old - when renowned classic car dealership Fantasy Junction brokered the Ferrari to the consignor, a noted Ferrari collector from Ohio. The car had just 42,490 miles recorded on the odometer at the time and was sold with its rare factory hard top. In 2014 the Ferrari would make an appearance at the XXII Palm Beach Cavallino Classic held at The Breakers Hotel and was shown later that year at the Amelia Island Concours d'Elegance.

During 2017 and 2018, the consignor entrusted his rare and desirable, matching numbers Ferrari 275 GTS to his preferred Ferrari restoration shops with a restoration of the car in mind. The specialists at Motion Products (MPI) - at the time with the late Wayne Obry at the helm - completely stripped the Pininfarina-built Spider coachwork in order to properly change the exterior color to the stunning 'Blu Ferrari 20-A-180' dark blue color seen on the car today. Photos taken of the car in bare metal shows a very clean and unhurt bodyshell, with no signs of past accidents or serious rust issues. Additionally, MPI would retrim the sporty 2-seater cockpit in lovely Tobacco-colored leather hides, while installing new Wilton carpets in dark blue, matched by a fresh dark blue Spider convertible top. The factory hard top was also refinished at the time in neatly contrasting black paint. North Coast Exotics would take on the mechanical aspects of the restoration, by completely stripping and rebuilding the original matching numbers Type 213 V12 engine with new pistons, in addition to rebuilding the 5-speed transaxle and restoring the chassis, brakes and suspension. A period-correct 6-carburetor set up featuring 12 individual velocity stacks was fitted, a very rare factory option believed to have been fitted to just four 275 GTS examples from the Ferrari factory. The original Weber 40DCZ6 3-carburetor set up with the original F.I.S.P.A airbox and intake manifolds is offered along with the car, should one wish to go back to the stock configuration.

Still displaying the rewarding benefits of the expert restoration, this outstanding 275 GTS has just 44,975 original miles recorded on the odometer at the time of cataloging. The car is thoroughly documented with Marcel Massini's comprehensive report, a stack of invoices reflecting the work MPI and North Coast Exotics carried out in addition to a leather binder containing receipts and documentation from Mr. Noble's ownership. The original tool kit, jack, owner's manual, and the previously mentioned factory hard top - one of an estimated just 20 examples made - is also offered with the 275 GTS. Presented in the lovely period-appropriate livery of Blu Ferrari over Tobacco and fitted with Borrani wire wheels shod on Michelin XWX tires, the Ferrari looks just right. Offering the visceral appeal of open touring at vintage driving events - or running with the rare and desirable factory hard top fitted - this beautiful matching numbers 275 GTS model from the most successful era of Ferrari production would complement any collection of sports cars or open grand tourers.

- - -

It's Bonhams day!

- - -

This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.

An IEP Great Western Railway class 800/3 bi/mode coach body shell leaves Tees Dock on 19 October 2017 bound for Newton Aycliffe. These trains are not built in Britain, they are built in Japan and simply assembled in the UK.

Haldane 3000HD (1988-94) Engine 1993cc S4 OHC Ford Pinto

Registration Number Q 26 MPU

HALDANE ALBUM

www.flickr.com/photos/organize

This Austin Healey replica was built by Haldane before the Scottish company ceased trading. The rights are now with Pilgrim who are planning to return the car to production.

Styled on similar lines as the classic Austin Healey the car has a composite (GRP) monocoque bodyshell, powered by a modern engine with Ford Sierra suspension and a robust backbone chassis and Geoscan designed suspension. It will be supplied either as a kit priced between £13,900 to £16,900 dependant upon specification or factory built for £18,000 for one with used components to £ 27,000 for a top specification factory built car with new components.

Shot at the Silverstone Classic 25.07.2010 Ref 57-274

Porsche Carrera RS (1973-74) Engine 2687cc Flat 6

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.

Shot at Donington Historic Festival, 6th May 2012 Ref: 84-399

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

Registration Number VFJ 3

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 85-198

Peugeot 205 T16 (Homolagation) (1984) Engine 1899cc S4 Turbo

PEUGEOT SET

www.flickr.com/photos/45676495@N05/sets/72157623690496925...

In iorder to homologate the 205 T16 for International Group B competition, Peugeot were requrired to build a minimum batch of 200 road-going examples, and in accordance with FIA regulations these had to be based on a current production road car. Peugeot decided to base the Group B rally car on the two door version of the 205..The engine was based on the cast iron block of the Diesel version of the then new XU engine family, albeit with a specially developed 16-valve head. The gearbox came from the Citroen SM but was mounted transversely. The car had all wheel drive. The body was built by Heuliez, where standard three door bodyshells from the production line were delivered and heavily modified. Heuliez cut off the complete rear of the car and welded in a transverse firewall between the B-posts. The rear frame was then built in a mixture of sheet steel profiles and tubes. The front was modified in a similar way with a tube frame carrying the front suspension. The completed bodies were delivered to Simca (Talbot) for the 200-series production cars and to Peugeot Talbot Sport for the competition versions. All street versions were LHD and finished in a dark grey colour, apart from the first one which was white with the competition cars decals.The competition cars of the first evolution series (VIN C1 to C20) were built at the sport department Peugeot Talbot Sport and presented to the public at the same day as the standard street version. Later competition vehicles of the Evolution 2 series (VIN C201 to C220) were built differently as the rear spaceframe had no more sheet steel profiles in it but was completely made from tubes only.

Apart from appearance the homolagation cars had almost nothing in common with the regular production model and shared the transverse mid-engine, four-wheel drive layout of the rally car, but had less than half the power; at around 200 PS (147 kW; 197 hp).

A big thankyou for an incredible 23.3 Million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-286

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...

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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...

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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

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!

Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419

Registration Number OBP 2 M

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 at Brooklands Bus Museum New Years Day meeting 01:01:2013 REF 90-214 .

From 1974 to 1982, Lotus produced the considerably larger four-seat Type 75 and later Type 83 Elite. With this design Lotus sought to position itself upmarket and move away from its kit-car past. The Elite was announced in May 1974 It replaced the ageing Lotus Elan Plus 2.

The Elite was configured as a small shooting brake with a glass rear hatch opening into the luggage compartment. It was front-engined with rear wheel drive. The Elite's fibreglass bodyshell was mounted on a steel backbone chassis evolved from the Elan and Europa. It had 4-wheel independent suspension using coil springs. The Elite was Lotus' first car to use the 907 aluminium-block 4-valve, DOHC, four-cylinder engine that displaced 1,973 cc (120.4 cu in) and developed 115.6 kW (155 hp). (The 907 engine had previously been used in Jensen-Healeys.) The 907 engine ultimately became the foundation for the 2.0 L and 2.2 L Lotus Esprit power-plants, the naturally aspirated 912 and the turbocharged 910. The Elite was fitted with a 4 or 5-speed gearbox. Beginning in January 1976 an automatic transmission was optional.

The Elite had a claimed drag co-efficient of 0.30 and at the time of launch it was the world's most expensive four-cylinder car. The Elite's striking shape was designed by Oliver Winterbottom. He is quoted as saying that the basic chassis and suspension layout were designed by Colin Chapman, making the Elite and its sister design the Eclat the last Lotus road cars to have significant design input from Chapman himself.

Clas 442. 2412. 'Wessex Electric'. Electric Multiple Unit. In Express livery. Seen stored at the rear of Eastleigh Works.

Bodyshell complete minus doors. White stripe and chrome trim still to be added.

Bel-Air four-door hardtop sedan added as mid-year offering in 1959. Also shown is locally-owned 1960 Impala convertible. Though the 1959-60 Chevrolets had wider bodies than their 1958 counterparts, they rode on the same X-frame chassis as the '58s so the wheels were tucked well into the body, which was a great contrast from that year's "Wide Track" Pontiac which used the same basic bodyshell as the Chevy but with the wheels spread out almost to the width of the body.

Waiting to leave Platform 3.

From Wikipedia

The British Rail Class 800 is a type of bi-mode multiple unit used in the United Kingdom on the Great Western Main Line since October 2017. They use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built Hitachi since 2014. They are also very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.

The units are also due to enter service on the East Coast Main Line from May 2019, under the brand name "Azuma. This date was originally earlier, but following delays in type testing and concerns over the safety of interconnecting electrical cables between the coaches, the date had to be changed.

These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.

The Class 800 units are part of the Intercity Express Programme (IEP). The train is part of the Hitachi AT300 product family. Train operating companies have also given the train separate brands. On Great Western Railway, they are known as Intercity Express Trains (IET) and when they enter service with London North Eastern Railway, they will be known as Azumas.

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!

Tribute MX250 *(1993) Engine 1899cc S4

Registration Number L 69 MEP

Not 100 per cent, but i believe this is a Tribute Automotive MX250> Tribute are based in Doset and among other models supply conversion kits to transform Mazda MX5 Mk.1s and Mk.2s to this 250GTO Ferrari lookalike.

The GRP kit is a straight forward replacement of body panels and addition of cover panels to a Mk I Mazda MX5 bodyshell. The kit can also be fitted to the MX5 Mk2 with some modifications to the kit panels.The conversion retains the full monocoque bodyshell, running gear, doors and glass of the base vehicle. The finished car is hence exempt from IVA. The self build kits, are priced from £4000.

*1993 is the date of the donor car

A Big thankyou for an incredible 24 Million views

Shot 04:05:2014 at the Donington Historic Festival REF 102-132

Sold for £ 5.500

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.

So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.

The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.

This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.

A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.

We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.

With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.

The bodyshell of ex EWS class 66 No.66048 at Progress Rail Electro Motive Diesel at Longport on the 25th March 2023.

FGW's efforts to increase the number of seats in HST sets resulted in some conversions to a composite layout featuring both First and Standard class seating. A not entirely new idea even for the mark lll bodyshell as Scotrail did similar with their push / pull rakes in the early 80's. Nonetheless it remains a relative rarity in the railway scene today with FGW being the only operator of composite mark lll's at this time.

The Cadillac Eldorado is a premium luxury car that was manufactured and marketed by Cadillac from 1952 to 2002 over ten generations. Competitors and similar vehicles included the Continental Mark series, Buick Riviera, Oldsmobile Toronado and Chrysler's Imperial Coupe.

The Eldorado was at or near the top of the Cadillac line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells and were the most expensive models that Cadillac offered those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966. From 1967 on, the Eldorado was built in high volumes on a unique two door personal luxury car platform.

The Eldorado carried the Fleetwood designation from 1965 through 1972, and was a modern revival of the pre-war Cadillac V-12 and Cadillac V16 roadsters and convertibles.

More on: en.wikipedia.org/wiki/Cadillac_Eldorado

Classic Days Schloss Dyck 2018 - Driven by Dave Marcis, a NASCAR legend and the last team owner without manufacturer support. Frame is from 1979, bodyshell from 1985. 5.7 litre V8, max. 850PS, detuned 650PS.

The V12 Coupé is probably the rarest XJ40 model ever built.

Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.

The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.

The interior and bodyshell do look the bit: convincing enough to pass as a production car!

This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.

Posted for a bit of personal "photo therapy".

Shunted at a roundabout on a sunny Sunday afternoon. Almost certainly to be written off due to bodyshell distortion.

Driver fine, apart from neck pain and seat recline collapse.

The impact point seems very localised, almost like a motorbike wheel impact. The other party (Ah! Insurancespeak!) was driving a recent Vauxhall Corsa which ended up something of a mess, plus the lady had injuries from an airbag.

Ho-hum. All a bit sad, as this car meant a lot to us, a symbol of my daughter's new-found independence and confidence. Plus, as all DIY mechanics know, working on an old vehicle creates a certain bond which is painful to break. Maybe this is stronger when it's dad maintaining daughter's car.

These models, valued by collectors, are considered by many to be the greatest classic 911s 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.

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 76-032

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

Sold for £ 5.500

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.

So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.

The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.

This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.

A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.

We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.

With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.

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.

1969 Mustang Body Shell is used at the FORD booth to be built (by Galpin Auto Sports) into turnkey car during the 2009 SEMA Show in Las Vegas.

Watch this car being built in 3 days at the SEMA Show

on YouTube. www.youtube.com/watch?v=z47Pt8dtBcY

4th October 2013

456013 arrives at Clapham Junction towards the end of the fleet's time on the South Central/Southern, and before transfer to South West Trains in 2014 to allow 10 car operation on some routes before their final withdrawal at the start of 2022.

These 2 car units were a curious mix of equipment, with bodyshells substantially based on Class 321, but with front end jumpers to operate with Class 455, two traction choppers as Class 319 but with two EE507 traction motors recovered from Class 405 4-SUB units instead of the G315 as used on 319.

Superleggera (Italian: "super light") is an automobile construction technology .

The name was coined in 1937 by the Italian coachbuilder, Carrozzeria Touring.

Unlike the monocoque and body-on-frame methods widely adopted by the 1950s, Superleggera cars use a frame of metal tubes as a full-body frame which closely follow the shape of the car.

These are then covered with body panels, made of aluminium alloy. The Superleggera frame tubes are too small and of unsuitable material for mounting suspension components. This distinguishes it very clearly from spaceframe construction where no separate chassis is required.

The Superleggera construction method was primarily based on the use of 'Duraluminium', which originated from the zeppelin industry before World War I.

Carrozzeria Touring sold a Superleggera license to Aston Martin, who used it for their DB4, 5 and 6 models.

Corrosion resistancer:

Where the dissimilar metals of the aluminium bodyshell and the steel tubes are touching, they will begin galvanic corrosion unless this is prevented, usually by intervening pastes or non-conductive shims.

Car makers such as Bristol, who had past experience in the aircraft industry, were more successful in countering this corrosion than others.

source: en.wikipedia.org/wiki/Superleggera

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.

Turns out that it was a fibreglass bodyshell mounted onto a jet ski.

The Lancia Delta began production in 1979 and wasn't changed much until 1986, the year before it was first used in this guise for rallying. The Lancia Delta S4 supercar had a roughly similar bodyshell design for 'mine looks a bit like that' purposes but was otherwise just a purpose built race car with some plastic moulds for a roof and bonnet. The Integrale was in line with the Group A. regulations in 1987 by being much more like the production car.

Ashley 1172 (1958) Engine 1172 S4 Ford

Registration Number 180 YUL

ASHLEY SET

www.flickr.com/photos/45676495@N05/albums/72157625343693660

Ashley Laminates was founded in 1955 by Peter Pellandine and Keith Waddington, they designed and built their first car using GRP for the bodyshell. In late 1956 Pellandine left the company to found Falcon Shells, another specials company. Pellandine took with him the rights and tooling to manufacture the short-wheelbase bodyshell for the Ashley 750 and the Sports Racer which he continued in production as the Falcon Mark 1 and Mark 2 respectively.

In 1958 in order to increase their production capacity Ashley Laminates, moved from Loughton, Essex to new premises in the Potteries, Staffordshire, while still retaining the old premises as a showroom. They also introduced a new bodyshell, the 1172, and the Regent chassis. 1960 saw the introduction of the Sportiva

A big thankyou for an incredible 22.6 million views

Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-067

Equipe Nationale Belge

Chassis n° 550-0082

Zoute Sale - Bonhams

Estimated : € 3.400.000 - 3.9000.000

Sold for € 2.530.000

Zoute Grand Prix 2024

Knokke - Zoute

België - Belgium

October 2024

24 Hrs du Mans 1957

Equipe Nationale Belge

n° 60

Result : Disqualified

Engine : 1.498 cc - Flat 4

Claude Dubois (B)

Georges Hacquin (B)

Porsche has a rich and legendary history in motorsport, marked by victories in the world's most prestigious races. Since its inception in the 1950s, the German marque has become synonymous with performance, technical innovation, and reliability, quickly earning a reputation as a manufacturer capable of competing with the very best.

Porsche's first successful competition cars were lightweight developments of its first road car, the 356, one of which took class honours at Le Mans in 1951. The firm's first purpose-built sports-racer arrived two years later in the form of the 500 Spyder, a mid-engined prototype built and campaigned successfully by Porsche's Frankfurt distributor, Walter Glöckler. In 1954 the 550 Spyder was upgraded with the Ernst Führmann-designed Type 547 quad-cam engine, which was carried over to the successor Type 550A (spaceframe) model and then the replacement 718 RSK Spyder. Intended primarily for racing, Führmann's new engine featured a roller-bearing crankshaft; dry-sump lubrication; twin-plug ignition; and twin downdraught carburettors and produced around 110bhp, which was some going for 1½-litre in the early 1950s.

The 550 Spyder's external skin was formed in one-piece welded aluminium sheet which, being fitted rigidly to the ladder frame chassis, contributed to the car's structural rigidity. The dash panel provided a further structural element in being welded rigidly to the bodyshell. Front suspension was independent by twin trailing arms and lateral torsion bars. An anti-roll bar was incorporated. At the rear a swing-axle system was used, controlled by trailing arms operating lateral tubular torsion bars. Drum brakes were fitted front and rear and early 550 Spyders weigh some 550kg (1,212lb) which figure was later increased to around 590kg (1,300lb). The 550 Spyder was claimed to be capable of 200km/h (138mph) with 0-60mph occupying only 10 seconds. With this outstanding pedigree, the Porsche 550 Spyder RS (Rennsport) racing version soon established itself as a consistent winner in international sports car racing's small-capacity classes. This remarkable 550 quickly established its dominance with impressive performances at prestigious events such as the Carrera Panamericana, the 24 Hours of Le Mans, the Mille Miglia, and the Targa Florio. Today the Porsche 550 RS Spyder is one of the most coveted sports-racers of its era.

Chassis number '0082' is among the final examples of the 90 Porsche 550 RS Spyders produced. This car was ordered by Porsche's Belgian Distributor D'Ieteren Frères in Brussels. Completed in March 1956, the Spyder was delivered new to the Équipe Nationale Belge (Belgium's national racing team) finished in their distinctive yellow livery with a black interior. While there, '0082' was raced by many noted Belgian 'gentleman drivers': Claude Dubois, Christian Goethalsm Georges Harris, Freddy Rousselle, Georges Hacquin, Alain Dechangy, Yves Tassin, as well as the celebrated lady competitor, Gilberte Thirion.

The car's competition history is exceptionally well documented for the 1956 and 1957 seasons when it competed for Équipe Nationale Belge. '0082' competed in no fewer than six races in 1956, achieving multiple podium finishes including 3rd place in its class at the 12 Hours of Reims. The Spyder's best result of the season was a class win at the 1,000 km of Paris at Montlhéry where it finished 20 seconds behind Phil Hill and Alfonso de Portago in a Ferrari 857 S. The races it participated in during 1956 with its competitor number are as follows:

La Roche Hill climb 25th March

Spa-Francorchamps GP 13th May Start no.1

Montlhery 1000 km de Paris 10th June Start no.42

12 Heures de Reims 29th June Start no.33

Rouen-Les Essarts GP 8th July Start no.12

GP Sweden Kristianstad 12th August Start no.41

The car's most significant event was the aforementioned 1957, 24 Hours of Le Mans, making it one of only ten 550 Spyders to ever contest the celebrated race. Sadly, its race ended in disqualification following a breach of the rules. In 1957, the Spyder is known to have participated in at least the following races:

La Roche Hill climb 31st March

Grand Prix de Spa 12th May Start no.1

1000km Nurburgring 26th May Start no.31

Grand Prix des Frontières, Chimay 9th June Start no.4

24 Heures du Mans 26th June Start no.60

Rouen-Les Essarts GP 7th July

GP Sweden Rabelof 11th August Start no.22

Spa-Francorchamps GP 25th August Start no.32

Silverstone GP 14th September Start no.34

Best result of the season was 2nd place at the Grand Prix de Frontières, Chimay, and '0082' also finished 3rd at both the Grand Prix de Spa and the Nürburgring 1,000 km.

Following the end of its career with Équipe Nationale Belge, '0082' was raced in hill climbs, minor races and rallies by Jacques Thenaers. Correspondence on file suggests that the Spyder was re-bodied by Apal as a coupé in the 1960s and fitted with a 2.0-litre Porsche Carrera engine at around the same time. The Porsche had been purchased from Écurie Francorchamps by Edmond Pery around 1965 and was next owned by Belgian racing driver Pierre Bonvoisin. It was raced in coupé configuration for the next few years before passing to a Mr Michaelis of Embourg, Belgium in 1970. By this time the Carrera engine had been replaced with a Super 90 unit. Off the road in storage for the next 20-or-so years, the car was acquired in March 1989 by Corrado Cupellini from Bergamo, Italy. At this time, both the non-original Super 90 engine and Apal bodywork were removed to restore the car as closely as possible to its original configuration and a new aluminium body fabricated. The car was later sold to Philippe Jegher, who entrusted Porsche in Germany with the final refinements of the restoration.

The Spyder's next known owner was Bruno Ferracin (from May 1995) who was followed by Peter Ludwig in January 2000. A comprehensive restoration was then embarked upon, which included rectifying the new bodywork so as to be exactly like the original body on 082, sourcing a correct Führmann-type engine and transmission. Particularly worthy of note are the rare aluminium/steel wheels designed specifically for use at Le Mans. The rebuild was carried out by Porsche Zentrum Würzburg at a cost of €100,000 (invoices and photographs on file). Following the rebuild's completion, '0082' participated in the Mille Miglia Storica in 2001, Two years later the engine was rebuilt again.

For a close on 70 year old competition car '0082' is exceptionally well documented. Its accompanying history occupies five folders containing photographs, mostly of its participation in the Mille Miglia; two folders detailing its competition record for the 1956 and 1957 seasons; photocopies of service invoices from 1957 onwards; ownership history from 1956 onwards; several folders containing correspondence between previous owners; maintenance invoices for the year 2000; a German title; and its original key.

Boasting a most impressive and well documented in-period competition history, including Le Mans participation in 1957 and being one of a mere ten examples of the 550 model to do so, this Porsche 550 RS Spyder, now presented in a yellow wrap livery, used by the Belgian National racing team during the 1956 and 1957 seasons, is eligible for the most prestigious international events including the Le Mans Classic and Mille Miglia Storica. An exciting prospect for the fortunate next owner.

Continuing the build of this model using a 3D printed bodyshell.

Here is the body primed and with the platform parts (also 3D printed) in place. I have opened up one of the doorways to show the tram as it was in service condition - passengers boarded at the rear.

The V12 Coupé is probably the rarest XJ40 model ever built.

Designed and manufactured by Jaguar's Special Vehicle Operations (SVO) department, this is a strict one-off.

The details on the car are great: the non-functional Perspex side windows, the hand-painted badge (Coupè instead of Coupé, by the way), the 'stretched' door veneers and sill strips all indicate this is not a production car.

The interior and bodyshell do look the bit: convincing enough to pass as a production car!

This rare masterpiece is owned by JDHT and was driven out of its shelter for the annual meeting of the XJ40 owners' forum, XJ40.com.

Porsche 996 Mk.II GT3 Cup (2001-05) 3600cc H6

# 88 Mark Cowne (London)

Racing in Class 2 of the Porsche GT3 Cup Challenge

PORSCHE SET

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

The Porsche 996 was introduced in 1998, an all new design made by Harm Lagaay; with an all new body work, interior and drive-train including the first water-cooled engine in a 911.

The 996 platform was also used as the basis for two lightweight GT variants, the GT2 and GT3. The GT3 was based on the standard 996 Carrera, but was stripped to reduce weight. It also featured stiffer, adjustable suspension and upgraded brakes, and used the bodyshell of the four-wheel-drive version, which incorporated additional front-end stiffening. and was produced in two series, The Mk.1 was introduced in 1999 featuring a naturally aspirated version 3.6L flat six making 360 bhp, The Mk.II GT3 variant was based on the second generation of the 996, and featured updated aerodynamics, and a more powerful version of the 3.6L engine from the MK.I, now producing 380 bhp mated to a six-speed manual transmission. The engine has a Aluminum crankcase of the air-cooled 911 with its true dry sump oiling system. The six separate individual Nikasil lined cylinders in this engine are covered with two separately installed water jackets each covering a bank of 3 cylinders on each side of the engine, thus adding water cooling to a crankcase originally designed for air-cooled cylinders

Shot 01:10:2011 at the Britcar 24 hour meeting, Silverstone REF: 80-197

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Jensen Interceptor II (1969-71) Engine 6276cc V8 OHV Production 693

Registration Number KRX 163 H

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 Mark II shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes

Shot at The Enfield Pagaent 30.05.2010 Ref 69-246

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