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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.
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
Elva Mk.IV (1959) Engine 1098cc S4
# 88 Rod Begbie
Registration Number 180 JFC
The Elva Mk.IV evolved from the earlier Elva sports racing cars.The 1956 Elva MK II works prototype, registered KDY 68, was fitted with a Falcon all-enveloping fibreglass bodyshell. Nichols developed the Elva Mk II from lessons learnt in racing the prototype: "That car was driven in 1956 races by Archie Scott Brown, Stuart Lewis-Evans and others." The Elva Mk II appeared in 1957: "Main differences from the Mark I are in the use of a De Dion rear axle as on the prototype, but with new location, inboard rear brakes, lengthened wheelbase, and lighter chassis frame. The car was offered as standard with 1,100 c.c. Coventry-Climax engine. This went through various changes up to the Mark IV of 1958.
With the Mark IV: "The major change is an all-new independent rear suspension utilizing low-pivot swing axles. The body is entirely new with close attention to aerodynamics and a reduced frontal area
Shot at the Donington Historic Festival 01.05.2011 Ref 66-134
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.
The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. It was the first British five-door hatchback.
The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group, and the last production car designed by famed designer Alec Issigonis. It was the first car to be launched by British Leyland.
The new chairman Lord Stokes decided to also change the hatchback's name to the Maxi in homage to the Mini of 10 years earlier. All Maxis were produced at the Cowley plant in Oxford, although the E-Series engines were made at a new factory at Cofton Hackett in Longbridge.
Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.
Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800 "Landcrab", which gave the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors).
Porsche (996) GT3 (1997-05) Engine 3600cc H6 375bhp
Registration Number BX 04 UYH (Birmingham)
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Porsche 996 was introduced in 1997 for the 1998 model year, replacing the Porsche 993, designed by Pinky Lai under chief designer Harm Lagaay, with an all new body and interior The 996 had little in common with its predecessor, with the first all new chassis platform since the original 911 and a new water-cooled engine. Technically, it was a major change, a complete breakthrough from the original car other than the overall layout.
The 996 was initially available in a coupé or a cabriolet (Convertible) bodystyle with rear-wheel drive, and later with four-wheel drive, utilising a 3.4 litre flat-6 engine generating a maximum power output of 296bhp. Initially
The 996 platform was used as the basis for two lightweight GT variants called GT2 and GT3. The GT3 was based on the standard 996 Carrera, but was stripped for weight saving. The GT3 used the bodyshell of the four-wheel-drive Carrera 4, which incorporated additional front-end stiffening, it also featured stiffer suspension and upgraded brakes. Introduced in 1999 it featured a naturally aspirated 3.6-litre flat-six engine generating a maximum power output 355bhp
996.2
The early 996 had the same front end as the entry-level Boxster, but customer resistance led to a redesigned headlight in 2002 unique to the 996 thus separating the appearance of the two models engine capacity was also increased to 3.6 litres increasing the output of the naturally aspirated gars by 15bhp and the Targa model was added to the model range
The 996 Carrera was superceeded by the 997 for the 2005 model year, though the 996 versions of the Turbo S, GT2 and GT3 models continued into 2005 and 2006 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 3.6 L engine from the MK.I, now rated at 375bhp
Diolch am olygfa anhygoel, 62,417,330 oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 62,417,330 views
Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-600
British Railways Sulzer Type 2 No. D5040:
SLW catalogue No. 2407.
This is an example of our newly-released two-tone green 4mm scale model plucked from the middle of production and clearly vindicates our efforts to make a number of subtle enhancements to this 4mm scale model in the light of customer feedback and operational experience. Have a close look and see if you can spot the upgrades…
This model utilises our completely new period-accurate bodyshell (Crewe production series with late exhaust retaining the original cab front doors). Only six locomotives got this type of cosmetic attention, at the same time that the exhaust was relocated because of fires in the silencer. It makes a nice variation from the more common standard BR green. D5040 was an Ipswich loco. We are also producing D5053, based at Finsbury Park. Both in stock and available.
See www.sulzertype2.com for details
No commercial reproduction without permission.
Hot Wheels "Surfin' school bus" transformed into a rat rod bus.
Normally I've been a Matchbox or a dinky customiser, mainly because I normally cut them up, and those brands usually have a more industrial realistic feel to them.
With the exception of a few Peterbilt truck cabs from Hot Wheels, I haven't really delved into Hot Wheels street rods and more custom looking vehicles.
This was a project that my fiancee and I did together. She's kind of into Street rods and Rat Rods and when we saw the "Surfin school bus" as Hot Wheels call it, it looked like maybe it could actually exist, either as a seriously chopped bus body, or a custom made bodyshell. Either way, it looked fun.
The model was dirt cheap, and had the usual gouges in the paintwork that children's toy have. Every single one was left in situ,with the tampo printing removed. The paint was faded as though it's been in the desert sun too long, with the numerous paint chips and damage painted over and weathered, followed by detailing and a flat matte laquer.
I didn't have a chrome pen to repair the chrome damage to the engines, but in retrospect, the duller silver seems to work.
Either way, it was the first time Fiancee and I had actually done an art project with each other. It WAS fun, and now maybe we're looking for another one to make a little drag strip scene.
For 1961, Mercury underwent a major transformation of its model line. In a transition from 1957 to 1960, Mercury again shared a bodyshell with a divisional counterpart, shifting from Edsel to Ford, with the Monterey becoming the equivalent of the Ford Galaxie. The Montclair and Park Lane were discontinued, shifting the Monterey from the base-trim Mercury sedan to its flagship, slotted above the newly introduced Mercury Meteor (as with the Comet, intended as an Edsel before the discontinuation of the division). One of the first examples of downsizing, by adopting a common chassis and body with Ford, the Monterey lost six inches of wheelbase, nearly two inches of width, and over 4 inches of length; dependent on powertrain, the 1961 Monterey shed over 300 pounds of curb weight. At 120 inches, the Monterey was given a 1-inch longer wheelbase than the Galaxie.
The Monterey was offered in four bodystyles, including two and four-door hardtops, a four-door sedan, and a two-door convertible. Sharing its roofline with the Galaxie (except for the Starliner fastback), the Monterey differed primarily by its grille; in place of two large taillamps, Mercury used six small taillamps. While slightly more adorned than its Galaxie counterpart, the Monterey continued to adopt more subdued styling, shifting chrome trim nearly entirely to the front and rear fascias and the roofline.
Shared with the Ford Galaxie, the Monterey again received the 292 cubic-inch Y-block V8 (175 hp), with the option of 352 and 390 cubic-inch FE V8s (220 hp and 300/330 hp, respectively). As before, 3-speed manual and 3-speed automatics were offered, with a 4-speed manual becoming an option.
The Welsh Marches Express Rail Tour
Class 57 No. 57302 has an unusually long and varied career because, despite carrying a Class 57 number only since 2002, the locomotive itself dates from the mid-1960s. It began life as a conventional British Rail Class 47, subsequently passed through four different identities before reconstruction, became one of Virgin Trains' famous “Thunderbird” rescue locomotives, worked for Direct Rail Services, acquired the name “Chad Varah”, and is now operated by Locomotive Services Limited on charter and support duties. Its complete identity sequence is D1928 → 47251 → 47589 → 47827 → 57302.
Origins as D1928
The locomotive was built by Brush Traction at Loughborough as works number 690, entering traffic as D1928 in January 1966. Contemporary and specialist records give 21 January 1966 as its entry-into-traffic date. It was one of the large fleet of Brush Type 4 locomotives that became the Class 47, and it was initially associated with British Rail's Western Region.
Its early allocation was to Bristol Bath Road depot, and its work reflected the broad role for which the Class 47 had been designed. D1928 could haul both passenger and freight trains, and photographs from the late 1960s show it working passenger services in the Bristol area. It subsequently became associated with other Western Region depots and duties, including Cardiff.
The introduction of the TOPS numbering system in the 1970s brought the first renumbering. D1928 became 47251 in March 1974. It remained a conventional Class 47/0 for the next several years, continuing to work passenger trains around the Western Region and elsewhere. A surviving 1976 photograph, for example, records 47251 arriving at Crewe with a Cardiff service.
During this period the locomotive accumulated the sort of mileage typical of a busy main-line Class 47. It worked a wide variety of passenger trains and could be found far beyond its nominal home territory. Its subsequent career would repeatedly demonstrate that flexibility.
47589 and the introduction of electric train supply
The next significant transformation came in 1983, when 47251 was fitted with electric train heating/electric train supply equipment. This enabled it to provide electrical power to passenger coaching stock and brought it into the Class 47/4 numbering sequence.
It became 47589 in the summer of 1983, returning to Cardiff after conversion at Crewe Works. Photographic records from the period show it working passenger trains on the North Wales Coast, including an August 1983 Holyhead–Crewe service.
The conversion significantly extended the locomotive's usefulness. Rather than being restricted to the traditional duties of a Class 47/0, it could now haul electrically heated passenger formations. Its subsequent career included long-distance passenger workings, excursions and charter trains.
47589 was still Western Region based for much of this period. It transferred to Bristol in November 1987, and another important modification followed in May 1989, when it was fitted with additional fuel capacity. The extra fuel equipment was associated with the Class 47/8 series, whose locomotives were intended for longer-distance work without the need for frequent refuelling.
The locomotive consequently became 47827 in May 1989. This identity would last for more than a decade and covers the locomotive's final years under British Rail and its early years under privatisation.
47827 and the InterCity era
As 47827, the locomotive became part of the Class 47/8 fleet used extensively on long-distance passenger services. It was transferred to Crewe in June 1995 and later to Toton in April 1998. Its work during this period included CrossCountry and other InterCity services.
One particularly interesting episode occurred on 23 July 1997, when 47827 was the booked locomotive for the 1M20 Paddington–Birmingham service. The train became historically significant because the preserved Deltic D9000 “Royal Scots Grey” was allowed to work in place of the booked Class 47, marking the beginning of the Deltic's return to main-line service. 47827 remained involved with the train as the booked locomotive even though the Deltic supplied the principal traction.
By the late 1990s the locomotive had acquired Virgin's red livery following the privatisation of British Rail's passenger operations. Unlike some of the Virgin Class 47s, however, 47827 spent much of its Virgin period without a name. Its eventual transformation into 57302 was already being considered by 2001.
Reconstruction as Class 57/3
The Class 57 programme was conceived as a way of giving selected surplus Class 47s a further lease of life. Instead of constructing completely new locomotives, the basic Class 47 bodyshell and much of its running gear could be retained while the power equipment and other components were substantially refurbished or replaced.
The Class 57s received refurbished EMD engines, refurbished alternators and other major mechanical improvements. The programme was undertaken at Brush Traction's Loughborough works and produced a locomotive with considerably improved reliability compared with the ageing original Class 47 machinery.
47827 was sent to Loughborough at the beginning of 2002 for its reconstruction. It emerged in August 2002 as 57302, one of Virgin Trains' new Class 57/3 “Thunderbirds”. Specialist records describe it as one of the first group selected for conversion, with its reconstruction completed in 2002.
The 57/3s were developed specifically for passenger support and rescue work. Virgin had introduced Pendolino electric multiple units on the West Coast Main Line, but those trains depended upon the electrified network and could require diesel assistance if they failed or had to operate over non-electrified routes. The Class 57/3s were therefore equipped for rescue duties, including the specialised couplings required to work with Pendolinos.
Virgin gave the fleet a particularly memorable identity. The locomotives were named after characters and vehicles from the television series Thunderbirds, with International Rescue insignia incorporated into their presentation. 57302 became “Virgil Tracy”, named after the Thunderbird 2 pilot.
The Virgin “Thunderbird” years
The early part of 57302's Class 57 career was dominated by its role as a Virgin Thunderbird. It was one of sixteen Class 57/3s originally associated with this rescue fleet.
The locomotives were strategically positioned around the West Coast Main Line so that a failed Pendolino could be recovered. They were also useful for moving Pendolinos over non-electrified routes. A particularly appropriate example was the North Wales Coast, where Virgin's Pendolinos could not operate under their own electric power beyond the electrified portion of the route.
57302 was photographed performing precisely this kind of work. One documented example shows it working with Pendolino 390013 “Virgin Spirit”, towing the electric unit towards Carlisle and then over the non-electrified Settle and Carlisle route after a diversion of a Glasgow Central–London Euston service.
The locomotives also became useful for ordinary passenger operation. From 2005, Class 57/3s worked Virgin services between Crewe and Holyhead, supplementing the Super Voyager fleet. They could haul conventional coaching stock and, where appropriate, operate in conjunction with Pendolinos.
The role of the Thunderbirds diminished as the West Coast Main Line electrification and infrastructure improvements were completed. The need for diesel rescue locomotives did not disappear, yet the fleet no longer required the same level of deployment as during the Pendolino introduction.
From December 2008, most North Wales Coast services were converted to Super Voyager operation. A Saturday locomotive-hauled/Pendolino working survived for several years, but even that disappeared in November 2012.
The changing operational requirements consequently led to the Class 57/3 fleet being dispersed among other operators and contracts. Several locomotives entered warm storage, while others found work with organisations such as Network Rail, Arriva Trains Wales and Colas Rail.
Direct Rail Services and “Chad Varah”
A major change occurred in 2012, when Direct Rail Services (DRS) agreed a three-year arrangement with Porterbrook covering 57302, 57305 and 57309. DRS subsequently became heavily involved in providing locomotive-hauled support for Virgin Trains West Coast.
57302 therefore passed from its distinctive Virgin red “Thunderbird” environment into DRS Compass Blue. The locomotive's new identity was especially significant because the “Virgil Tracy” name was removed and it became “Chad Varah”.
The new name commemorated Edward Chad Varah, the Anglican clergyman and founder of the Samaritans. Varah had died in 2012, and the locomotive's renaming provided a railway tribute to his contribution to the organisation. The locomotive subsequently became a familiar sight in DRS service carrying the Chad Varah name.
Its DRS career was considerably more varied than the original Thunderbird role. It worked passenger support trains, engineering and positioning movements and locomotive-hauled services. It was also used in connection with special trains and other workings across Britain.
The locomotive's continued presence in DRS service was particularly useful because the company operated a mixed fleet and undertook work for both passenger and freight customers. Its Class 57/3 configuration gave it a useful combination of modernised machinery and passenger-train capability.
During this period, 57302 was also photographed working with other DRS locomotives on positioning and special movements. Its appearance in DRS Compass Blue became one of the defining phases of its career.
Storage and the end of its DRS career
The decline in demand for the Class 57/3 fleet eventually affected 57302. Although it had been designed to provide a modern solution to the rescue problem, changing operating practices and the increasing reliability of modern passenger trains reduced the need for dedicated rescue locomotives.
57302 subsequently spent periods out of regular traffic and was eventually stored at Eastleigh Works. Photographic records from the later DRS period describe it as being in store there, while other members of the former Thunderbird fleet were similarly laid up or transferred between operators.
Its survival was nevertheless secure. Unlike a number of redundant Class 47s and Class 57s that ultimately went for scrap, 57302 remained a complete locomotive with a useful future potential.
Acquisition by Locomotive Services Limited
A further major change came in December 2021, when Locomotive Services Limited purchased 57302 and sister Class 57/3 57311 from Direct Rail Services.
The acquisition brought 57302 into a company whose activities were increasingly centred on main-line heritage operations, charter trains and support for steam-hauled excursions. The locomotive's ability to provide reliable diesel traction made it particularly useful in this environment.
Unlike some of LSL's locomotives, 57302 did not immediately receive an elaborate heritage repaint. Its DRS Compass Blue appearance and Chad Varah identity continued to be associated with it. The locomotive's role, however, changed dramatically from its previous employment.
It became increasingly involved with Saphos Trains and other LSL-associated charter operations, where a Class 57 could provide diesel traction, rescue cover or top-and-tail capability for trains hauled principally by steam.
The modern charter era
By the early 2020s, 57302 had become an increasingly familiar member of the modern British charter fleet. Its usefulness derives partly from its power and reliability, but also from the flexibility of the Class 57 design. It can operate as a conventional diesel locomotive while also providing a powerful safety net for charter trains operating long distances from their home base.
The locomotive's work has included top-and-tail formations with other heritage diesels and steam locomotives. Such formations are particularly valuable on steam excursions because the diesel can remain with the train for the entire journey, providing assistance when required and allowing the steam locomotive to be removed for servicing, watering or operational reasons.
The Class 57's modern role consequently resembles the original “Thunderbird” concept in one important respect. It is once again a support and rescue locomotive, although the trains it now supports are predominantly charter and heritage services rather than scheduled Virgin Pendolinos.
2023 and the LSL/Saphos operation
During 2023, LSL began preparing its Class 57/3 fleet for a more visible heritage role. 57311 received a striking lined black livery, while 57302 remained associated with its DRS Compass Blue appearance. The two locomotives were acquired together and were expected to support Saphos Trains' steam specials.
The use of 57302 alongside steam locomotives became increasingly common. Its presence was not merely decorative. A charter operator can use a Class 57 to provide diesel assistance on steep gradients, recover a train following a steam locomotive problem, work a train over sections where steam is restricted, or haul the complete formation when a steam ban is imposed.
This became particularly important during periods of extreme weather or fire risk, when steam locomotives were prohibited from operating over parts of the network. 57302 consequently became a practical means of keeping charter programmes running rather than simply a preserved locomotive making occasional appearances.
2024 and 2025
Through 2024 and 2025, 57302 continued to work LSL and Saphos-related trains around the national network. Its duties included top-and-tail charter formations and diesel support for steam-hauled excursions.
The locomotive's continued use is significant because it demonstrates that the Class 57 concept remains relevant more than twenty years after its creation. Its original purpose was to provide a modern rescue locomotive for the new Pendolino fleet. In the twenty-first-century charter railway, the same characteristics have made it useful for supporting historic traction.
The locomotive also remained visually distinctive because it continued to carry the Chad Varah name. The name connected its modern charter career with its DRS years, while its mechanical identity remained rooted in the 1966 Class 47 from which it had been reconstructed.
2026: an active charter locomotive
As of August 2026, 57302 remains operational with Locomotive Services Limited and is being used regularly on charter work.
The 2026 records show it undertaking substantial work rather than merely making occasional preservation appearances. On 20 June 2026, for example, 57302 worked in top-and-tail formation with Class 47 47810 “Crewe Diesel Depot” on a Steam Dreams Waterloo–Kingswear charter. The two diesels hauled the train from London Waterloo to Taunton, where B1 61306 “Mayflower” took over the steam section towards Kingswear.
On 24 June 2026, 57302 again operated in top-and-tail formation with 47810 on a Saphos Trains Welsh Marches Express charter. The train ran from Paignton towards Shrewsbury, and the Class 57 subsequently played an important role when the leading locomotive failed at Bristol. The Class 47 was brought onto the front of the charter, demonstrating exactly the sort of operational flexibility for which these locomotives are valued.
The locomotive was still being used in August. On 1 August 2026, it worked with 47805 “Roger Hosking MA 1925–2013” in top-and-tail formation on the English Riviera Express during a period when a steam ban prevented the planned steam operation. The diesels hauled the train throughout from Shrewsbury to Kingswear.
On 22 August 2026, 57302 again appeared on the English Riviera Express, this time in top-and-tail formation with 47593 “Galloway Princess”. The train operated as a non-steam service from Bedford towards Kingswear, with the two historic diesel locomotives providing the traction.
That recent activity makes 57302 an unusually good example of a locomotive whose purpose has changed while its fundamental usefulness has remained remarkably consistent. In 2002 it was created to rescue modern electric trains; in 2026 it is helping to keep heritage charter trains operating reliably across Britain's main-line network.
Its technical significance
57302 is worth distinguishing from an ordinary Class 47 because the conversion was much more substantial than a simple renumbering. The Class 57 programme involved the installation of a refurbished EMD power unit, a reconditioned alternator and other major equipment, combined with refurbished Class 56-derived traction motors. The intention was to extract considerably greater reliability and longevity from the existing Class 47 bodyshells.
In 57302's particular case, the conversion produced a Class 57/3, the passenger/rescue variant. Its equipment and couplings were suited to working with modern passenger stock, particularly Virgin's Pendolino fleet.
This explains why the locomotive has had such a long post-2002 career. Although its bodyshell dates from 1966, the machinery installed during reconstruction was substantially newer. It is therefore best thought of as a 1960s locomotive with a heavily modernised mechanical and electrical heart dating from the early twenty-first century, rather than simply an elderly Class 47 carrying a new number.
The names and identities
The locomotive's identity history is unusually easy to trace because every major stage represents a different period in British railway history.
It began as D1928, became 47251 under TOPS in 1974, then 47589 after receiving electric train supply equipment in 1983. Its additional fuel equipment resulted in the 47827 identity in 1989. Following its reconstruction at Brush Loughborough, it became 57302 in 2002.
Its first major name was “Virgil Tracy”, applied during its Virgin Trains Thunderbird period. The name was part of Virgin's deliberate Thunderbirds theme, with the sixteen Class 57/3s receiving names based on the programme's characters and vehicles.
After entering DRS service, the locomotive became “Chad Varah”, commemorating the founder of the Samaritans. It continues to be identified by that name in the modern LSL fleet.
The significance of 57302
57302 is therefore much more than an old Class 47 that happened to survive. Its history mirrors several major changes in British railway operation.
Its first life, as D1928 and subsequently 47251, belongs to the era of British Rail's dieselisation programme. Its 47589 period reflects the expansion of electrically heated locomotive-hauled passenger services during the 1980s. The 47827 period encompasses the InterCity era, privatisation and Virgin's takeover of West Coast passenger services. Its 2002 reconstruction marks the attempt to create a reliable modern rescue fleet from existing Class 47s. The Virgil Tracy years are inseparable from the introduction and expansion of Pendolino operation on the West Coast Main Line.
The Chad Varah period represents its subsequent life supporting DRS operations and Virgin services, while its LSL career demonstrates the continuing usefulness of the Class 57 concept within Britain's heritage railway industry.
There is also something remarkable about the locomotive's longevity. The physical machine began work in January 1966, yet the locomotive currently operating as 57302 is the product of a major reconstruction carried out in 2002. It has consequently spent more than sixty years in some form of railway existence, while more than twenty-four of those years have been as a Class 57.
In August 2026, it is still working over the national network. Its current duties alongside steam locomotives and other preserved diesels have taken it from being a Virgin rescue engine to becoming a crucial part of the modern charter railway. The story has come full circle in an unexpected way: a locomotive rebuilt to rescue the newest passenger trains of the early 2000s now provides the dependable diesel support that allows some of Britain's oldest surviving steam locomotives to operate long-distance main-line excursions.
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.
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
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Shot at the La Vie en Bleu meeting, Prescot Hill. 02:06:2013 Ref: 94-211
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.
Les Grandes Marques du Monde au Grand Palais
Bonhams
Estimated : € 40.000 - 60.000
Sold for € 32.200
Parijs - Paris
Frankrijk - France
February 2018
- Delivered new to France
- Three owners from new
- Very well maintained
- Fully documented
- 29.307 km recorded
In the mid-1980s, Ford to renew its alliance with Cosworth to create the eponymous Sierra, assembly commencing in June 1986 at the company's Genk plant in Belgium. Based on the three-door Sierra bodyshell, the RS Cosworth combined the standard 1.993 cc Pinto engine's cylinder block with a forged steel crankshaft and connecting rods, the first time the latter combination had been seen in a production Ford engine. Topping it off was a Cosworth-developed, 16-valve cylinder head fed by a Garrett AiResearch turbocharger, the latter being deemed necessary to achieve a competitive power output for racing, which in time would amount to over 500bhp! Even in standard road trim the RS Cosworth produced a staggering 204bhp. Needless to say, the standard Sierra underpinnings were comprehensively up-rated to cope.
This Sierra RS Cosworth was delivered new in France on 25th April 1988 via the official Ford dealer, Durruty in Bayonne. Its first owner, Mr Pourvahab, a businessman living in Biarritz, paid a total of FF 175.000 for the car, and took delivery on a temporary registration (the original invoice and registration certificate are on file). Six weeks later, the car was registered by its owner in Biarritz, and at the same time received the anti-theft etching required by the insurance company (certificate on file).
The first owner took great care of the car for more than 20 years, covering 28.732 km (see bill of sale on file). The next owner, Mr André Lenoir of Berre-l'Etang (Bouches-du-Rhône), registered the Sierra in February 2009 and kept it for the next seven years. The car was well stored seldom be driven (the roadworthiness report of 2015 indicates 29.217 km). Finally, in 2016, the car was added to the stable of a prominent Belgian collector. Today, the car still sports its French second-owner registration plates from the Départment Bouches-du-Rhône ('308 BTS 13').
The car's current condition is a testimony to the great care it has enjoyed all its life. The interior shows almost no signs of wear, and the original Zandvoort Blue exterior colour presents beautifully. All books and instruction manuals are present, including the very rare 'Sierra Cosworth RS' supplement. The car is described as in generally excellent condition and runs extremely well.
The Sierra RS Cosworth has always been a coveted car as confirmed by a recent article in 'Octane' magazine dated January 2018, with record numbers stolen in their early days. Today, they are much sought after by discerning collectors, especially when presented in original, unmolested condition and with excellent provenance like this stunning example, which ticks all the boxes.
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
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 .
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.
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Race )re 1965 Masters Touring Cars
Race Number 147 Richard Dutton, Neil Brown
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1558cc
Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc engine together with an Elan close ratio gearbox, he rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.
Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities
To homologate the car for Group 2, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs.
Advertising of the revised version appeared at the London Motor Show in October 1964, for the 1965 model year, it made much of the newly introduced aeroflow through-flow ventilation, evidenced by the extractor vents on the rear pillars. The front grille was extended to encompass the direction inditcators Also in 1964, front disc brakes became standard across the range
Diolch am 101,233,716 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 101,233,716 amazing views, every one is greatly appreciated.
Shot 08.04.2023 Masters Race Weekend, Donington Park, Leicestershire REF 167-851
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.
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!
Rear window removed from the 1991 Volvo 240 DL. Thanks to long use of the same basic bodyshell it should fit my 1984 244.
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.
The bodyshell of ex EWS class 66 No.66048 at Progress Rail Electro Motive Diesel at Longport on the 25th March 2023.
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
New addition to the Corgi Vanguards Range.
After enjoying success with a MK1 Golf GTI, Demon Tweeks’ founder Alan Minshaw built a Mk2 at Demon Tweeks using an Andy Rouse built bodyshell and an engine by VW engine wizard Brian Ricketts of B.R. Motorsport. The distinctive red and yellow Golf made its debut at the Silverstone RAC Tourist Trophy race of September 1985 with an 8-valve engine where Minshaw, with fellow Brit Tony Hill and Kiwi Art Markus, finished 7th in class. A 16-valve unit was fitted the following year which improved competitiveness considerably and Minshaw, sharing with Vic Lee, won Class C in Round 10 of the 1987 BTCC at Oulton Park on 22nd August.
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.
After lunch, a trip over the station footbridge was made, and we could see the West Yard and the Works at a different angle. In this view, Arriva owned Virgin liveried Mk3 Open First 11024, Arlington Fleet Services green Mk1 EMU Translator Vehicles 975974 "Paschar" and 975978 "Perpetiel", and a spare Class 321 bodyshell can be seen within the works, along with some wagons. 66301 can be seen shunting auto ballasters in the west yard. This shot was taken on 18th June 2013.
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
Gilbern Invader Mk.II (1971-72) Engine 2994 V6 Fprd Essex Production 213 app )includes approx 107 Estates)
Registration Number ERF 101 K
GIBERN SET
www.flickr.com/photos/45676495@N05/albums/72157623665194927
The original Invaders were introduced in 1969 as an improved version of the outgoing Genie. Taking the brand further upmarket with fittings such as electric windows and walnut-veneered dashboard. Cars were still available in kit and fully built forms, and from 1970 an Estate car was added to the range. The MkI chassis was modified from the Genie and later modified again for the MkII with different suspension points and a Panard rod in place of the Watts linkage. The saloon Invader bodyshell is distinguished from the Genie by different (smaller) rear lights and side vents added to the rear roof pillars. On the bonnet, vents also changed from front to rear facing, and flush fitting door handles.
Thanks for 15.1 million views
Shot taken 05:08:2012 at The Shugborough Classic Car Meeting. Ref: 93a-137
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.
Nº 76.
Renault 21 GTS (1990).
Escala 1/43.
"Les Classiques de L´Automobile" - Editions Hachette / Auto Plus (France).
Ixo.
Año 2012.
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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
NCVA = Notre Chères Voitures D´Antan
Wikipedia>
The car started out as the René Bonnet Djet in June 1962. This model became known in retrospect as the Djet I. The car was named "Djet" because Bonnet thought the French would not pronounce the word "jet" correctly. It was powered by a 65 PS (48 kW) 1,108 cc engine from a Renault 8 in a mid-engine location mated to a gearbox from the Renault Estafette van. This power-train gave the car a top speed of 165 km/h (103 mph), or 190 km/h (118 mph) in the later Djet III with a Gordini engine. The fiberglass body was made by Matra, and was bonded directly to a steel chassis. The Djets were built in a factory in Romorantin owned by Matra. The competition Aérodjet of 1963 (pictured in the gallery) came with special long-tailed bodywork and bigger fenders to accommodate wider wheels.
The Djet's suspension was quite advanced for the time, being a fully independent system having upper and lower A-arms with coil springs and disc brakes at all four wheels. The car accommodated just two people, as the engine took the space where a rear seat would otherwise be. The Djet I was 3,800 mm (149.6 in) long by 1,400 mm (55.1 in) wide by 1,150 mm (45.3 in) high and weighed only 600 kg (1,323 lb). Announced in 1962, the Bonnet Djet was the world's first mid-engined production road car, beating the De Tomaso Vallelunga which was introduced in 1963, even though the first production Djets did not leave the factory until July 1963.[1] During the two years before Matra took over, 198 Bonnet Djets were produced, with all but 19 being built to the lower-powered Djet I specification. After becoming the Matra Djet in 1964 a further 1,491 cars were produced before production ended in 1968.[1] Fewer than 60 Vallelungas were built before De Tomaso replaced it with the Mangusta in 1967.
The Djet was priced at 20,000 French francs at launch, the same as its much larger and more luxurious contemporary, the Facel-Vega Facellia.[1] Bonnet believed that the competition record of the Djet and his company would be enough to convince the public to purchase the Djet, but this would not prove to be the case.
Matra takes control
When Bonnet got into financial troubles, Matra, who already supplied both the bodyshells and the factory for the Djet, took over René Bonnet Automobiles and its debts in October 1964. Production of the original Djet was stopped in December 1964. Matra's CEO Jean-Luc Lagardère considered this a great opportunity for Matra to expand into the automobile market. Former Simca designer Philippe Guédon was hired to modify the original Bonnet Djet. The car became slightly bigger, measuring 4,220 mm (166.1 in) long by 1,500 mm (59.1 in) wide by 1,200 mm (47.2 in) high and weighing 660 kg (1,455 lb). Production resumed in April 1965 with two new versions; the Matra Bonnet Djet V and the Djet V S, the latter having a Gordini-tuned engine.
During his 1965 tour of France, Yuri Gagarin was presented with a Matra Bonnet Djet V S coupé by the French government. The car was later photographed wearing Soviet license plates.[2]
After the Paris Motor Show in 1965, the Roman numerals and the Bonnet name were dropped. The car was now called the Matra Sports Djet 5. In 1966, a version with a bigger Gordini engine became available and the Djet name was dropped in favour of its original meaning: Jet. The model range now consisted of the Jet 5 (1,108 cc Renault 8 Major engine), Jet 5 S (1,108 cc Renault 8 Gordini engine) and Jet 6 (1,255 cc Renault Gordini engine).
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!
Sold for £ 2.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The A90 Six Westminster was introduced at the 1954 London Motor Show alongside the smaller A40/50 Cambridge saloon range.
It used the new BMC C-Series 2.6-litre straight-six engine which, with a single Zenith carb, produced 85bhp. Suspension was independent at the front using coil springs and wishbones, with leaf springs and anti-roll bar on the live axle at the rear. The four-speed column-change transmission had synchromesh on the top three ratios.
They were as tough as old boots, and even in period competed successfully on International rallies. Nowadays they remain a long-distance rally car of choice, their eminently tuneable C-series engines able to take lots of punishment, as can the sturdy bodyshell and rugged suspension.
This superb 1956 model registers just over 32.000 miles on the clock, which although unsubstantiated, could well be correct given the superb original condition of the car. Show car or race car – those are the options. What happens next is entirely down to you.
The V5C shows five previous owners, although sadly there is no other paperwork with the car.
We do know that its last MOT took place in 2012, but it has seen so little use over the last 12 years that some recommissioning work is bound to be required, however a few weekends work should have it back to near show condition.
We are at the Moulton Bicycle Club annual weekend meeting at The Hall, Bradford on Avon, Wiltshire. The home of the late Alex Moulton and the Moulton Bicycle Company.
In a break from tradition, some cars that were either owned by Alex or had Moulton suspension systems were invited and displayed.
Both of these cars were owned by Alex (purchased from the the local Rover dealer) and have extensively modified suspension.
Moulton had contributed to the suspension design of the Metro but, against Alex’s advice and purely to save costs, BL did not fully interconnect the Hydragas system front-to-rear as it was originally designed to operate, opting instead for independent suspension at the front with side-to-side interconnection at the rear.
In 1986-1987 HHR 499W was stripped down and fitted with a prototype front-to-rear interconnected Hydragas system.
Excerpt from here: www.aronline.co.uk/blogs/cars/mg-cars/mgftf/technical-hyd...
In 1987, Alex Moulton lent his homemade Metro to CAR magazine, who realised instantly the significance of this innocuous looking brown W-registered Metro. It rode, handled and cornered like a grown up car. News of this miracle soon spread to the Rover development team in Gaydon, who swiftly borrowed the car, and discovered that Hydragas was a long way from being dead and buried.
Rover was on yet another cost cutting drive at the time, and the replacement for the Metro – a larger and more conventionally engineered car – was in the process of being canned. Moulton’s car came along just at the right time, because it meant the new car’s K-Series engine could be stuffed into the original bodyshell and combined with the sorted version of Hydragas to create a ‘new’ car – thus saving Rover shed loads of cash.
In 1990, the Rover Metro was born – and true to its origins, it was a 1980 car, with a 1990 engine and homemade suspension. And yet, it wasn’t a disaster – it was actually rather good on the road.
More info on HHR 499W here: www.aronline.co.uk/blogs/news/news-alex-moultons-r6-devel...
Porsche 911 Carrera RS (1973-74) Engine 2687cc Production 1580
Registration Number JMV 529 N
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The RS was built so that Porsche could enter racing formulae that demanded acertain number of road cars of the same specification were built for homologation purposes. The RS (Rennen Sport) was originally introduced with a 2687cc engine developing 210bhp with Bosch (Kugelfischer) MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and arches. 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.
49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).
Thanks for 14.7 million views
SHOT AT THE Enfield Pagaent 27:05:2013 Ref 92b-553
Fiat 131 Abarth Rallye (1976) Engine 1995cc S4 DOHC
Race Number 129 Neil Cotty (Colworth)
Registration Number N 84451 (Torino)
Production 400
FIAT ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623665060711...
The first series Fiat 131 was introduced at the 55th Turin Motor Show in late October 1974 The 131 came with a choice of a 1,297 cc or 1,585 cc OHV inline-four engines, both from the engine family first introduced on the Fiat 124. Both engines were fitted with a single twin-choke Weber 32 ADF downdraught carburettor. A four-speed manual transmission was standard, with a 5-speed manual and a 3-speed torque converter automatic optional on the 1600 engine only. The initial range comprised eleven different models with three body styles 2 door and 4 door Saloons and an Estate car.
In 1976, 400 examples of the Fiat Abarth 131 Rally were built for homologation purposes These cars were built in a cooperation between Fiat, Bertone and Abarth. Bertone took part-completed two door standard bodyshells from the production line in Mirafiori, fitted plastic mudguards front and rear, a plastic bonnet and bootlid and modified the metal structure to accept the independent rear suspension. The cars were fully painted and trimmed and then delivered back to the Fiat special Rivalta plant where they received the Abarth mechanicals. The street version of the car used a 16-valve DOHC derivative of the standard DOHC engine, which equipped with a double Weber downdraught carburettor produced 140 PS (103 kW; 138 hp). The street cars used the standard gearbox with no synchromesh (Rally type regulations required the use of the same type of synchromesh on the competition cars as on the street versions) and the hopelessly underdimensioned brake system of the small Fiat 127. Competition cars used dry sump lubrication and eventually Kugelfischer mechanical fuel injection. In race specifications, the engine produced up to 240 PS (180 kW) in 1980, being driven to World Championship status by Walter Röhrl.
The Fiat 131 Abarth was a very successful rally car winning the World Rally Championship 1977, 1978 and 1980 with Markku Allen, Timo Salonen and Walter Rohl at the wheel. Between 1976-81 the Fiat 131 Abarth won 18 WRC rally events.
Diolch am 82,799,995 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 82,799,995 amazing views, every one is greatly appreciated.
Shot 17.07.2021 at Shelsey Walsh (Classic Nostalgia), Worcestershire 147-069
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
The Daimler Sovereigns were based on contemporary Jaguar bodyshells, chassis and engines in an example of badge engineering. Jaguar Cars took over The Daimler Company in 1960 and the 1966 Sovereign was the second Daimler to be based on a Jaguar model. The first was the 2½ litre V8 with a V8 engine designed by Edward Turner. Unlike the Daimler 2½ litre, the Sovereign had a Jaguar engine, marking the end for the Turner designed engines.
The first Daimler Sovereign was based on the 1966 Jaguar 420 and is sometimes referred to as the "Sovereign 420". Subsequent Sovereigns arose from the Series I, II and III Jaguar XJ6. In 1983 the model name "Sovereign" was switched to the high specification version of the Series III Jaguar XJ6, the 6-cylinder Daimler based on it simply continuing without a model name.
The V12 versions of the Daimler, available from 1972 to 1997, were named Daimler Double-Six after the original Daimler V12s.
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
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
In early 1963 Giovanni Michelotti was commissioned by Standard-Triumph to design a GT version of their recently introduced Spitfire 4 (also designed by Michelotti). 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 (70 cu in) Standard SC engine, and plans for producing the Spitfire 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 the prestigious 24 Hours of Le Mans (beating their main rivals, the MG Midgets).
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-litre (1998 cc) Triumph inline 6 originally derived from the SC and then in use in the Triumph Vitesse (which shared a similar chassis with the Spitfire and Triumph Herald). The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the "Spitfire" prefix) to emphasise its GT styling and its 6-cylinder engine.
The new car was introduced in 1966 and called the Triumph GT6. The 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, like the Vitesse 2-litre, tuned to develop 95 bhp (71 kW) at 5000 rpm, and produced 117 lb⋅ft (159 N⋅m) of torque at 3000 rpm.
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 Daimler Sovereigns were based on contemporary Jaguar bodyshells, chassis and engines in an example of badge engineering. Jaguar Cars took over The Daimler Company in 1960 and the 1966 Sovereign was the second Daimler to be based on a Jaguar model. The first was the 2½ litre V8 with a V8 engine designed by Edward Turner. Unlike the Daimler 2½ litre, the Sovereign had a Jaguar engine, marking the end for the Turner designed engines.
The first Daimler Sovereign was based on the 1966 Jaguar 420 and is sometimes referred to as the "Sovereign 420". Subsequent Sovereigns arose from the Series I, II and III Jaguar XJ6. In 1983 the model name "Sovereign" was switched to the high specification version of the Series III Jaguar XJ6, the 6-cylinder Daimler based on it simply continuing without a model name.
The V12 versions of the Daimler, available from 1972 to 1997, were named Daimler Double-Six after the original Daimler V12s.
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.
The Stout Scarab is a streamlined car, designed by William Bushnell Stout and manufactured by Stout Engineering Laboratories and later by Stout Motor Car Company of Detroit, Michigan.[1][2]
The Stout Scarab is credited by some as the world's first production minivan,[3] and a 1946 experimental prototype of the Scarab became the world's first car with a fiberglass bodyshell and air suspension.
Background
William B. Stout was a motorcar and aviation engineer and journalist.[4] While president of the Society of Automotive Engineers, Stout met Buckminster Fuller at a major New York auto show and wrote an article on the Dymaxion Car for the society's newsletter.[5]
Contemporary production cars commonly had a separate chassis and body with a long hood. The engine compartment and engine were behind the front axle and ahead of the passenger compartment. The front-mounted engine typically drove the rear axle through a drive shaft underneath the floor of the vehicle. This layout worked well, but limited the passenger space.
In contrast, the Scarab design eliminated the chassis and drive shaft to create a low, flat floor for the interior, using a unitized body structure and placing a Ford-built V8 engine in the rear of the vehicle. Stout envisioned his traveling machine as an office on wheels. To that end, the Scarab's body, styled by John Tjaarda, a Dutch automobile engineer,[6] closely emulated the design of an aluminum aircraft fuselage. The use of lighter materials resulted in a vehicle weighing under 3,000 lb (1,400 kg).[7]
The short, streamlined nose and tapering upper body at the rear foreshadowed contemporary monospace (or one-box) MPV or minivan design, featuring a removable table and second row seats that turn 180 degrees to face the rear — a feature that Chrysler marketed over 50 years later as "Swivel ’n Go".[8]
Although reminiscent of the Chrysler Airflow, streamliner, and the slightly later (1938) Volkswagen Beetle — other aerodynamically efficient shapes, the Stout Scarab was generally considered ugly at the time.[1] Decades later, its futuristic design and curvaceous, finely detailed nose earn it respect as an Art Deco icon.[9]
Innovative features
Front view of Stout Scarab at Stahls Automotive Collection
Rear view of Stout Scarab
The Scarab's interior space was maximized by its ponton styling, which dispensed with running boards and expanded the cabin to the full width of the car. A long wheelbase and the engine directly over the rear axle moved the driver forward, enabling a steering wheel almost directly above the front wheels. Passengers entered through a single, large, common door. A flexible seating system could be easily reconfigured (except for the driver's seat, which was fixed). The design anticipated the seating in modern minivans, such as the Chrysler Voyager and Renault Espace; a small card table could be fitted with the passenger seats as needed. Interiors were appointed in leather, chrome, and wood. Design elements also worked in a stylized ancient Egyptian scarab motif, including the car's emblem. Visibility to the front and sides was similar to that of an observation car, although rearward vision was negligible and there were no rear-view mirrors.[1]
The innovations did not end with the car's layout and body design. In an era where almost everything on the road had rigid axles with leaf springs, the Scarab featured independent suspension using coil springs on all four corners, providing a smoother, quieter ride. The rear-engine-induced weight bias coupled to the coil spring suspension and "Oil Shock Absorbers" endowed the Scarab with "Smooth Riding and Easy Steering on Rough Roads",[7] if not very good handling and traction (even by the standards of the early 1930s, the reputation of the Scarab was one of very poor "blackjack-like" handling). The rear swing axle suspension with long coil spring struts was inspired by aircraft landing gear.[10] The Scarab suspension inspired the later Chapman strut used by Lotus from their Lotus Twelve model of 1957.[10]
The Ford flat-head V8 drove the rear wheels via a custom Stout-built three-speed manual transaxle. The engine was reversed from its normal position, mounted directly over the rear axle and with the flywheel and clutch facing forward. The transmission was mounted ahead of this, reversing and lowering the drive-line back to the axle.[10] This unusual layout would later be repeated by the Lamborghini Countach.
Production
A drivable prototype of the Scarab was completed in 1932, probably the first car to have an aluminum spaceframe unit-construction body. Some frame parts were steel.[11] The second prototype was ready in 1935, with some styling and mechanical changes. The headlamps were set behind a fine, vertical-bar grille, and at the rear, narrow chrome bars curved from the back window down to the bumper, giving the car its Art Deco appearance. The body was changed to steel to reduce cost.[1]
Stout Scarab Experimental (1946)
Stout stated that the car would be manufactured in limited quantities and sold by invitation. Up to a hundred a year were to be made in a small factory at the corner of Scott Street and Telegraph Road (US 24), Dearborn, Michigan.[1] Although the Scarab garnered much press coverage, at $5,000[9] (equivalent to $113,297 in 2024), when a luxurious and ultra-modern Chrysler Imperial Airflow cost just $1,345, very few could pay the hefty premium for innovation. Nine Scarabs are believed to have been built.[12] The vehicles were never produced in volume and were hand-made, with no two Scarabs identical.[4]
Immediately following World War II, Stout built one more prototype Scarab, called the Stout Scarab Experimental.[13][1] It was exhibited in 1946 and was more conventional in appearance, although still equipped with a rear engine. It was a 2-door, featured a wraparound windshield and the world's first fiberglass body. Like its metal counterparts, it too was a monocoque, built up out of only eight separate pieces and featured the world's first fully functioning air suspension, previously developed in 1933 by Firestone. It was never produced.
Legacy
Stout owned and drove his own Scarab, accumulating over 250,000 miles in travel around the United States.[2]
Up to five Scarabs are reported to survive today. A 1935 Scarab in running condition was on display for many years at the Owls Head Transportation Museum in Owls Head, Maine, but was returned to its lender, the Detroit Historical Museum.[4] The Detroit Historical Museum's vehicle was scheduled to be returned to the museum's storage on August 21, 2016, when another car would be rotated into the exhibition....Wikipedia