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Ashley 1172 (1958) Engine 1172 S4 Ford
Registration Number 180 YUL
ASHLEY SET
www.flickr.com/photos/45676495@N05/albums/72157625343693660
Ashley Laminates was founded in 1955 by Peter Pellandine and Keith Waddington, they designed and built their first car using GRP for the bodyshell. In late 1956 Pellandine left the company to found Falcon Shells, another specials company. Pellandine took with him the rights and tooling to manufacture the short-wheelbase bodyshell for the Ashley 750 and the Sports Racer which he continued in production as the Falcon Mark 1 and Mark 2 respectively.
In 1958 in order to increase their production capacity Ashley Laminates, moved from Loughton, Essex to new premises in the Potteries, Staffordshire, while still retaining the old premises as a showroom. They also introduced a new bodyshell, the 1172, and the Regent chassis. 1960 saw the introduction of the Sportiva
A big thankyou for an incredible 22.6 million views
Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-067
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
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.
Nº 76.
Renaul 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
Jensen Interceptor II (1969-71) Engine 6276cc V8 OHV Production 693
Registration Number KRX 163 H
JENSEN SET
www.flickr.com/photos/45676495@N05/sets/72157624203748256...
The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.
The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.
The Mark II shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
Shot at The Enfield Pagaent 30.05.2010 Ref 69-246
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Thanks
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.
Here we are, one of the rarest Rolls Royces and indeed cars to ever trundle down the roads, the last of the mighty Corniche. Although sold only as the Corniche, it is often dubbed the Corniche 2000 or the Corniche V, depending on your preference.
The last of the original Silver Shadow based Corniche's of the 1960's were built in 1995, and for three years Rolls Royce only sold the Silver Spirit and Spur until these were replaced by the Silver Seraph in 1998 following acquisition of the company by both Volkswagen and BMW.
Volkswagen was contracted to build Bentley and Rolls Royce vehicles between 1998 and 2003, whilst BMW supplied the engines to replace the original Rolls Royce V8 that had been handed down since the introduction of the Silver Shadow in 1965. In the end BMW were only able to supply their own V12 to the Silver Seraph, whilst the original RR V8 continues to be used even to this day, with a 6.75L version ending up in the Corniche V.
Either way, to compliment the new Silver Seraph, plans were launched to create a convertible two-door saloon version with the revived Corniche name. However, instead of taking a regular Silver Seraph, removing the rear doors and cutting off its roof, Rolls Royce instead went to long time partners Bentley for design assistance, with the result that the Corniche V is in fact built on the platform and with the bodyshell of the Bentley Azure,with Rolls Royce grille and badging, as well as Silver Seraph styling added instead. This was the first, and only Rolls Royce car to be derived from a Bentley product, instead of the usual tradition where Bentley cars were derived from Rolls Royce models.
In January 2000 that car was launched and became the company's flagship motor, with a base price of $359,900. As mentioned, the car is powered by a 6.75L Rolls Royce V8, providing 325hp and whisking the car to a top speed of 135mph at a rate of 0-60 in 8 seconds, which is pretty good going for a 6,000lb luxury saloon!
Inside the car came outfitted with every luxury and refinement characteristic of a Rolls-Royce. The car has a Connolly Leather interior, Wilton wool carpets, chrome gauges and a wide choice of exotic wood trims. Dual automatic temperature control, a six-disc CD changer, automatic headlamps and automatic ride control are standard.
Vehicles were built to order, but the heavy base price made them not as easy to purchase as the technically similar Bentley Azure, which meant that eventually only 374 of these cars were built between 2000 and 2002 when BMW took full control of Rolls Royce.
The Corniche V has the distinction of being the last ever Rolls Royce to be built at their traditional Crewe Factory, which had housed the company since 1946. On August 30th, 2002, a Corniche with chassis number SCAZK28E72CH02079 left the factory as the final Rolls Royce product of their home base, leaving in the company of a classic 1907 Rolls Royce Silver Ghost.
Following the departure of Rolls Royce, the company set up shop in Goodwood near Chichester in the south of England, where the next car to be built was the 2003 Phantom. The spiritual successor of the Corniche V is essentially the Phantom Drophead Coupe, but this is a point of conjecture. Production at the Crewe factory was turned over entirely to Volkswagen and the construction of Bentley automobiles. The Bentley Azure continued in production until 2009, bringing an end to the 14 year old design that had helped spawn the last of the Corniches.
Originally the name was meant to be revived on Rolls Royce's latest car, but in the end was dubbed the Wraith.
Today you'd be very, very hard pressed to find one of these cars. Although many forget about the Corniche V and indeed the Silver Seraph, the surviving examples can still fetch a hefty price of up to £250,000 and more.
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.
Two Images here of the body and Class 33/2 33212 sitting on a bolster wagon at Eastleigh on the 14th of November 1990.
The loco was new from BRCW to Hither Green as D6597 in May 1962 and withdrawn in September 1987. The bodyshell made it's way to MC Metals in Springburn where it was cut up during May 1991.
Image from a slide in my collection taken by an unknown photographer.
The Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars (E-segment) produced by Italian car manufacturer Alfa Romeo from 1968 to 1977. Berlina is the Italian term for a saloon car. Both cars had Alfa Romeo twin cam inline-four engines; the 1.8-litre 1750 Berlina was made between 1968 and 1971, when it was phased out in favour of the improved 2.0-litre 2000 Berlina.
The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 was meant to top the saloon range, above the 1300 and 1600 cc versions of the Giulia. In the United States, however, the Giulia saloon ceased to be available and was entirely replaced by the 1750 Berlina. The 1750 entered full production in South Africa in early 1969, later complemented by the 2000.
In contrast to the Giulia, the 1750s had reworked bodywork and bigger engine, shared many parts with other concurrent models in the Alfa Romeo range, but sold many fewer units during their production span.
The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle's distinctive creases were smoothed out, and there were significant changes to the trim details. The car's taillights were later used on the De Tomaso Longchamp.
The Alfa Romeo 2000 Berlina was produced by Alfa Romeo between 1971 and 1977. The engine was bored and stroked out to 1,962 cc. A different grill distinguishes 2000 from 1750. Also, external lights were different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750.[8] With two carburetors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS (97 kW; 130 hp). Top speed was 190 km/h (118 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. Gearbox was 5-speed manual (also 3-speed automatic on some versions).
Fourth highest price of the day.
1965 Ferrari 275 GTS
Sold for US$1,586,250 inc. premium
From the catalog:
Coachwork by and Design by Pininfarina
Chassis no. 07767
Engine no. 07767
3,286cc SOHC All-Alloy V-12 Engine
6 Weber Twin-choke Carburetors
260bhp at 7,000rpm
5-Speed Manual Transaxle
4-Wheel Independent Suspension
4-Wheel Hydraulic Disc Brakes
*Matching numbers example, quipped with rare and desirable factory hard top
*Exceptionally well-presented example with less than 45,000 original miles
*Desirable US-delivered example, imported new by famed Ferrari agent Luigi Chinetti
*Restoration carried out by noted restorers MPI Motion Products and North Coast Exotics
*Accompanied by original books, tools, Massini report and restoration records
THE FERRARI 275 GTS
There had been open-top Ferrari road cars before the advent of the 250 series, but it was, chiefly, Pininfarina's offerings on the later chassis that established the convertible as a fixture of the Ferrari range. After the experimentation and variety which characterized the coachwork of the 250-series cars, the arrival of the 275 in 1964 brought with it bodywork being manufactured by Pininfarina themselves, with a considerably improved build quality. The chassis followed Ferrari's established practice, incorporating a multi-tubular frame tied together by oval main tubes, and for the first time on a road-going Ferrari there was independent rear suspension, this setup employing a double wishbone and coil-spring arrangement similar to that of the 250LM sports-racer. The adoption of a rear-mounted five-speed transaxle combining the now all-synchromesh gearbox and differential in a single unit helped improve weight distribution, and this feature would characterize future generations of front-engined Ferrari road cars.
By the mid 1960s, Ferrari's road cars were beginning to lose some of their rougher edges and take on a more luxurious mien. The 275 GTS's interior is notable for its generously sized seats and wood veneer dashboard, the latter appearing for the first time in a Ferrari. Even the most sybaritic of customers, though, would acknowledge that the driving experience is the raison d'ętre of Ferrari ownership, and in this respect the 275 GTS had lost none of its predecessors' aggressive charm. Car & Driver magazine had this to say: "Since the engine is heir to a V12 tradition that's gone on for almost twenty years, it's only natural that it should be the dominating factor in the car's personality, and that the whole car should have been developed around the engine and its own unique character. You can feel it as much as you can hear it. It has a taut, powerful rush of response that comes to you through the seat of your pants, through the steering wheel rim. The instant the clutch is engaged, the chassis takes on life and begins to move as a unit with the engine, it's an all-in-one-piece sensation that you normally feel only in racing cars, one that's unique to the Ferrari among normal passenger vehicles today."
THE MOTORCAR OFFERED
This remarkable, matching numbers example of the timeless Ferrari 275 GTS benefits from a concise and well-researched chain of ownership - including a documented 33-year period of care by one devoted owner - in addition to a spectacular restoration performed by the Ferrari specialists at Motion Products (MPI) and North Coast Exotics.
According to research complied by marque expert Marcel Massini, chassis no. 07767 is the 137th of the just 200 275 GTS examples built. The chassis was sent to Pininfarina for Spider coachwork in June of 1965, and the luxurious motorcar was completed at the Maranello Ferrari Works presumably during August of 1965, having completed its engine assembly by Ferrari foreman Mr. Amos Franchini. The 275 GTS had the exterior finished in 'Argento 20265' silver metallic, while the interior was trimmed in 'Nero Franzi' black leather. The car was configured as a left-hand drive, US-market example, with speedometer in miles-per-hour. 07767 is believed to have been fitted with the rarely optioned hard top from new, as sold with the car today.
The new 275 GTS would make its way Stateside right away, being delivered to legendary Ferrari importer and 24 Hours of Le Mans Winner Luigi Chinetti and Chinetti Motors in September of 1965. Chinetti is recorded as having sold the new Ferrari to its first owner in November of 1965. By 1972, the car was owned a Mr. Thomas W. Donahoe of Houston, Texas, before being acquired by Mr. Charles H. Noble, Jr of San Antonio, Texas, in who's devoted ownership the exotic Ferrari 275 GTS would remain for the next 33 years. By the 2000s, Mr. Noble would have noted Ferrari restorer Bob Smith Coachworks of Gainesville, Texas re-paint the car in red, a very common Ferrari color at the time, in addition to other light restoration work. The 275 GTS would leave Mr. Noble's devoted custodianship in 2012 - at which point Mr. Noble was 86 years old - when renowned classic car dealership Fantasy Junction brokered the Ferrari to the consignor, a noted Ferrari collector from Ohio. The car had just 42,490 miles recorded on the odometer at the time and was sold with its rare factory hard top. In 2014 the Ferrari would make an appearance at the XXII Palm Beach Cavallino Classic held at The Breakers Hotel and was shown later that year at the Amelia Island Concours d'Elegance.
During 2017 and 2018, the consignor entrusted his rare and desirable, matching numbers Ferrari 275 GTS to his preferred Ferrari restoration shops with a restoration of the car in mind. The specialists at Motion Products (MPI) - at the time with the late Wayne Obry at the helm - completely stripped the Pininfarina-built Spider coachwork in order to properly change the exterior color to the stunning 'Blu Ferrari 20-A-180' dark blue color seen on the car today. Photos taken of the car in bare metal shows a very clean and unhurt bodyshell, with no signs of past accidents or serious rust issues. Additionally, MPI would retrim the sporty 2-seater cockpit in lovely Tobacco-colored leather hides, while installing new Wilton carpets in dark blue, matched by a fresh dark blue Spider convertible top. The factory hard top was also refinished at the time in neatly contrasting black paint. North Coast Exotics would take on the mechanical aspects of the restoration, by completely stripping and rebuilding the original matching numbers Type 213 V12 engine with new pistons, in addition to rebuilding the 5-speed transaxle and restoring the chassis, brakes and suspension. A period-correct 6-carburetor set up featuring 12 individual velocity stacks was fitted, a very rare factory option believed to have been fitted to just four 275 GTS examples from the Ferrari factory. The original Weber 40DCZ6 3-carburetor set up with the original F.I.S.P.A airbox and intake manifolds is offered along with the car, should one wish to go back to the stock configuration.
Still displaying the rewarding benefits of the expert restoration, this outstanding 275 GTS has just 44,975 original miles recorded on the odometer at the time of cataloging. The car is thoroughly documented with Marcel Massini's comprehensive report, a stack of invoices reflecting the work MPI and North Coast Exotics carried out in addition to a leather binder containing receipts and documentation from Mr. Noble's ownership. The original tool kit, jack, owner's manual, and the previously mentioned factory hard top - one of an estimated just 20 examples made - is also offered with the 275 GTS. Presented in the lovely period-appropriate livery of Blu Ferrari over Tobacco and fitted with Borrani wire wheels shod on Michelin XWX tires, the Ferrari looks just right. Offering the visceral appeal of open touring at vintage driving events - or running with the rare and desirable factory hard top fitted - this beautiful matching numbers 275 GTS model from the most successful era of Ferrari production would complement any collection of sports cars or open grand tourers.
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It's Bonhams day!
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This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.
Posted for a bit of personal "photo therapy".
Shunted at a roundabout on a sunny Sunday afternoon. Almost certainly to be written off due to bodyshell distortion.
Driver fine, apart from neck pain and seat recline collapse.
The impact point seems very localised, almost like a motorbike wheel impact. The other party (Ah! Insurancespeak!) was driving a recent Vauxhall Corsa which ended up something of a mess, plus the lady had injuries from an airbag.
Ho-hum. All a bit sad, as this car meant a lot to us, a symbol of my daughter's new-found independence and confidence. Plus, as all DIY mechanics know, working on an old vehicle creates a certain bond which is painful to break. Maybe this is stronger when it's dad maintaining daughter's car.
Alfa Romeo 8C Competizione (2007-09) Engine 4691cc V8
Registration Number THE 8 C
ALFA ROMEO SET
www.flickr.com/photos/45676495@N05/sets/72157623759785842...
First shown as a prototype at the 2003 Frankfurt Motorshow. In 2006 Alfa Romeo announced production a limited series of 500 8C Copetizione production Coupes. To be produced in four colours, Alfa Red, Competition Red, black or yellow with custom paint jobs available to customer specification at an additional charge.
The bodyshell is made of carbon fibre, produced by ATR Group, and fitted to a steel chassis, made by Italian company ITCA Produzione. The final assembly takes place at the Maserati factory in Modena, Italy.
Powered by a modified Maserati engine of 4.7 litres featuring a Ferrari/Maserati derived 90-degree cross-plane, with wet sump lubrication of 400PS and manufactured by Ferrari.
The 500 cars will be distributed: USA 90, Italy 80, Germany 80, Japan 70, France 40, United kingdom 40, Switzerland 35, Others 65.
Shot at TheSpeed, Goodwood Festival of Speed 01:07:2011 Ref 76-032
Please do not forget to visit the Flag Counter on the link below to record a visit from your country. So far 52 countries (last new country Austria and 32 US states last new State Michigan) Last new overseas visitor United States last new US state visitor California
n° 56 of 100
Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023
Estimated : € 60.000 - 90.000
Sold for € 63.250
Introduced at the Geneva Salon in March 1999, the DB7 Vantage was no mere high-performance version of the existing six-cylinder DB7 but an exciting new model powered by a state-of-the-art, all-alloy V12 engine, the first of this configuration to power a production Aston Martin. This 6-litre, quad-cam, 48-valve unit produced 420bhp and 400lb/ft of torque while meeting all current and projected emissions regulations, while there was a choice of two alternative transmissions: a new six-speed manual or ZF five-speed automatic with manually selectable ratios (Touchtronic). A top speed of 185mph was claimed for the Vantage coupé, 165mph for the Vantage Volante convertible.
To accommodate the new engine/transmission package, the existing DB7 bodyshell was re-engineered, acquiring a new frontal structure and an enlarged transmission tunnel. The result was a torsionally stiffer structure that exceeded all contemporary crash test requirements. Both front and rear suspension arrangements were developed specifically for this new model, incorporating revised linkages and special Bilstein shock absorbers. The 18" diameter wheels too were unique to the Vantage, which also featured cross-drilled and ventilated Brembo brakes and Teves electronic four-channel ABS.
The Vantage's introduction was the culmination of two years intensive development and testing that included hundreds of thousands of miles covered in climatic conditions ranging from arctic to desert, as well as continuous 30-day accelerated durability tests at MIRA. Notwithstanding all the DB7 Vantage's high tech attributes, its makers had not lost sight of customer expectations of what constituted an Aston Martin. Thus the Vantage's hand crafted interior featured traditional Connolly hide upholstery, and could be trimmed and equipped to an individual buyer's personal requirements. All the usual luxury appurtenances came as standard while clients could choose from an extensive list of options that included satellite navigation, fitted luggage and parking sensors.
This left-hand drive, automatic transmission DB7 Vantage Volante is one of only 55 Anniversary Edition cars, all finished in Slate Blue, built to celebrate the end of the model's production. The car was sold (it is believed new) to the current vendor on February 2005 by Aston Martin Antwerp.
Currently displaying a total of only 18,323 kilometres on the odometer, the car is offered with a Belgian registration document and copies of the original purchase invoice and manufacturer's Certificate of Conformity. A rare opportunity to acquire an example of what was once the ultimate soft-top Aston Martin for a fraction of the original €147,620 as-delivered price.
There is absolutely no mistaking the Maisto AllStars heritage of this Bburago branded 1971 Chevrolet Camaro Z28 with its slightly bloated body and Muscle era intentions.
Not a vehicle really suited to the old Italian brand of Bburago but has been used as a necessity to beef up its line up for various European markets. Its very nearly a good casting which has been let down a little by overly plastic grey wheels and a bodyshell which looks like its eaten one too many cheeseburgers! Glossily finished though and complete with opening bonnet. Part of a five vehicle set found recently in France. Mint and boxed.
The Porsche 912 is a sports car that was manufactured by Porsche between 1965 and 1969 as their entry-level model. After the discontinuation of the 356 model in 1965, Porsche was left with the pricey new 911 as their only offering. Fearing that its considerable price increase over the 356 would cost the company sales and narrow the appeal of the brand, a decision was made by executives to introduce a new entry-level model. Built on the 911's chassis and sharing its bodyshell, Porsche was able to offer the 912 for much less than a base-model 911 by using the four-cylinder engine from the 356 rather than the 911's "flat" six-cylinder powerplant and by reducing the number of standard features.
Jensen Interceptor I (1966-68) Engine 6276cc V8 OHV Production 22
Registration Number VRT 11 G
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.
Shot at The Enfield Pagaent 30.05.2010 Ref 69-248
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Porsche 996 Mk.II GT3 Cup (2001-05) 3600cc H6
# 88 Mark Cowne (London)
Racing in Class 2 of the Porsche GT3 Cup Challenge
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The Porsche 996 was introduced in 1998, an all new design made by Harm Lagaay; with an all new body work, interior and drive-train including the first water-cooled engine in a 911.
The 996 platform was also used as the basis for two lightweight GT variants, the GT2 and GT3. The GT3 was based on the standard 996 Carrera, but was stripped to reduce weight. It also featured stiffer, adjustable suspension and upgraded brakes, and used the bodyshell of the four-wheel-drive version, which incorporated additional front-end stiffening. and was produced in two series, The Mk.1 was introduced in 1999 featuring a naturally aspirated version 3.6L flat six making 360 bhp, The Mk.II GT3 variant was based on the second generation of the 996, and featured updated aerodynamics, and a more powerful version of the 3.6L engine from the MK.I, now producing 380 bhp mated to a six-speed manual transmission. The engine has a Aluminum crankcase of the air-cooled 911 with its true dry sump oiling system. The six separate individual Nikasil lined cylinders in this engine are covered with two separately installed water jackets each covering a bank of 3 cylinders on each side of the engine, thus adding water cooling to a crankcase originally designed for air-cooled cylinders
Shot 01:10:2011 at the Britcar 24 hour meeting, Silverstone REF: 80-197
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From Wikipedia:
en.wikipedia.org/wiki/Mercury_Cougar
Mercury Cougar is a nameplate applied to a diverse series of automobiles sold by the Mercury division of Ford from 1967 to 1997 and from 1999 to 2002. While the nameplate is most commonly associated with two-door coupes, at various times during its production, the Cougar was also marketed as a convertible, four-door sedan, station wagon, and hatchback.
With 2,972,784 examples produced, the Cougar is the highest-selling nameplate ever produced by the Mercury brand; its 34-year production is second only to the Grand Marquis in the Mercury model line (produced for 36 years). During the 1970s and 1980s, the Cougar was closely tied to the marketing of the Mercury division; Mercury advertised its dealers as "The Sign of the Cat" with big cats atop Lincoln-Mercury dealer signs. In line with the Cougar, several animal-related nameplates were adopted by the division, including the Bobcat, Lynx, and Sable.
The Mercury Cougar was introduced by the Lincoln-Mercury division of Ford on September 30, 1966. Far exceeding initial sales projections, the Cougar accounted for nearly 40% of 1967 Lincoln-Mercury sales. The Cougar received the 1967 Motor Trend Car of the Year award (the first Lincoln-Mercury vehicle to do so).
The Lincoln-Mercury counterpart of the Ford Mustang, the Cougar was initially introduced as a two-door hardtop. The base price of a Cougar was US$2,854 ($22,765 in 2020 dollars) ($284 ($2,265 in 2020 dollars) more than a Mustang hardtop); a fully-optioned XR-7 cost US$4,500 ($35,894 in 2020 dollars) (essentially matching the base price of a Thunderbird).
For 1971, Lincoln-Mercury released the second-generation Mercury Cougar. Seeking more direct competition for the model line, the division largely benchmarked the Cougar against the numerous GM A-body coupes, placing the Cougar in competition with the Oldsmobile Cutlass Supreme. While again sharing much of its bodyshell with the Ford Mustang, the Cougar began to transition away from its role as a "plush pony car", deriving aspects from both sports cars and luxury cars.
Similar in size and performance, the Cougar overshadowed the Mercury Cyclone intermediate coupe, leading Mercury to phase out the latter model line during 1972. Slightly smaller than the 1964 Mustang, the imported Capri (not officially badged as a Mercury) began to succeed the Cougar within Lincoln-Mercury as a sporty car.
The second-generation Cougar is the final version derived from the Ford Mustang and the final version offered as a convertible. A light blue/white 1973 Cougar XR-7 convertible was the "last" convertible assembled by Ford Motor Company as American manufacturers ended assembly of convertibles during the 1970s in anticipation of increased rollover safety standards.
Photo by Eric Friedebach
With the derelict bodyshell of withdrawn 66048 on the extreme left, GBRf Class 69 69009 and Class 56 56081 were stabled in the yard at Progress Rail EMD at Longport on March 9th 2024. An image recorded through the palisade fence.
Bel-Air four-door hardtop sedan added as mid-year offering in 1959. Also shown is locally-owned 1960 Impala convertible. Though the 1959-60 Chevrolets had wider bodies than their 1958 counterparts, they rode on the same X-frame chassis as the '58s so the wheels were tucked well into the body, which was a great contrast from that year's "Wide Track" Pontiac which used the same basic bodyshell as the Chevy but with the wheels spread out almost to the width of the body.
The Cadillac Eldorado is a premium luxury car that was manufactured and marketed by Cadillac from 1952 to 2002 over ten generations. Competitors and similar vehicles included the Continental Mark series, Buick Riviera, Oldsmobile Toronado and Chrysler's Imperial Coupe.
The Eldorado was at or near the top of the Cadillac line. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 had distinct bodyshells and were the most expensive models that Cadillac offered those years. The Eldorado was never less than second in price after the Cadillac Series 75 limousine until 1966. From 1967 on, the Eldorado was built in high volumes on a unique two door personal luxury car platform.
The Eldorado carried the Fleetwood designation from 1965 through 1972, and was a modern revival of the pre-war Cadillac V-12 and Cadillac V16 roadsters and convertibles.
Fiat began designing the Ritmo hatchback – as a replacement for the 128 sedan – in 1972, following the body style of its 127 supermini as European manufacturers began launching small family hatchbacks, notably the Volkswagen Golf in 1974.
Prior to its launch, the press speculated that the project codename 138 would be the final production name, however, Fiat instead gave its new car the Ritmo name, rather than another three digit number. Offered in 3- and 5-door hatchback and cabriolet body styles – from 1978 to 1988 with two facelifts.
The Ritmo was manufactured at the Cassino plant using a system developed by its subsidiary Comau, the "Robogate" system – which automated the bodyshell assembly and welding process using robots, giving rise to its advertising slogan "Handbuilt by robots", immortalised in a television advertising campaign showing the robots assembling the Ritmo bodyshells to the strains of Rossini's The Barber of Seville. The exterior has plastic bumper fascias integrated into the styling which combined strong round shapes with overall sharp lines, achieving a drag coefficient of Cd=0.38.
W121
Chassis n° 002374B
Coachwork by Binz
Zoute Sale - Bonhams
Estimated : € 40.000 - 60.000
Sold for € 36.800
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
Introduced at the Frankfurt Auto Show in 1956, the 190 saloon was a larger-engined version of the landmark 180 of 1953, Mercedes-Benz's first unitary construction model. Dubbed 'Ponton' because of its high, box-section, side members, the 180/190 bodyshell offered superior resistance to distortion when compared to the separate body/chassis of the preceding generation. As well as greatly increasing rigidity, the new design was notable for carrying the entire engine, transmission, steering, and front suspension assemblies on a detachable rubber-mounted sub-frame, an arrangement that greatly reduced noise. This altogether more modern coachwork also afforded its occupants greater roominess and much-improved visibility.
The rare 190 D station wagon offered here carries coachwork by Binz GmbH & co AG, a German coachbuilder specialising in providing vehicles for the emergency services and building other custom designs on, mainly, Mercedes-Benz chassis. The car was delivered new by R G Lents & Company on Sunset Boulevard, Hollywood, California, USA to Susanna B Davidson of Pasadena, California It came with an original colour scheme of White Gray exterior and red leather and leatherette interior, which featured a sun visor and heater blower.
The car is accompanied by a photocopy of the Mercedes-Benz Fahrzeug Daten, the original owner's manual, owner's service policy, and original service book stamped at 11,820 miles, and the old US title, as well as other documents that allow us to trace several of its previous owners, including Robert Merrigan, who owned it from 1993 to 2008. Later, in 2010, the car was imported from the USA to the Netherlands.
This rare 'Binz-Benz' survivor, restored a few years ago, offers a distinctive, practical, and stylish alternative while retaining the robust and reliable characteristics of the 190 D Mercedes-Benz from the early 1960s. It represents a rare and appealing option for enthusiasts of classic Mercedes-Benz models.
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.
I spotted this unique Volkswagen camper in East Brewton, Alabama.
The cab is made from the front of a T1 van. The camper is made from a T3 Westfalia bodyshell. This vehicle is powered by a modern, rear-mounted, VW TDI diesel engine. The owner says the camper body can be removed and the vehicle can be used as a flat-bed truck.
Tribute MX250 *(1993) Engine 1899cc S4
Registration Number L 69 MEP
Not 100 per cent, but i believe this is a Tribute Automotive MX250> Tribute are based in Doset and among other models supply conversion kits to transform Mazda MX5 Mk.1s and Mk.2s to this 250GTO Ferrari lookalike.
The GRP kit is a straight forward replacement of body panels and addition of cover panels to a Mk I Mazda MX5 bodyshell. The kit can also be fitted to the MX5 Mk2 with some modifications to the kit panels.The conversion retains the full monocoque bodyshell, running gear, doors and glass of the base vehicle. The finished car is hence exempt from IVA. The self build kits, are priced from £4000.
*1993 is the date of the donor car
A Big thankyou for an incredible 24 Million views
Shot 04:05:2014 at the Donington Historic Festival REF 102-132
1/32 slot car Porsche 911R in Team Gulf livery c.1969. Modified and lowered MRRC kit with slimline motor.
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.
The world may consider the Volkswagen Golf GTi as the worlds most influential Hot Hatchback, but it wasn't the first. That distinction went to the Chrysler Sunbeam. A Talbot bodyshell powered by 155 of Chryslers finest Brake-Horsepowers, producing an astonishing top speed of 125mph and a 0-60mph of 8.3 seconds.
It truly was the first of the many practical but powerful cars that would come to shape motoring in the 1980's, killing off the traditional sports car and giving new meaning to the anarchistic times just around the corner. More often than not you'd find Hot Hatchbacks in the hands of hoodlums who would use them for Ram-Raiding Supermarkets and generally causing mischief. So much so that eventually insurance rates on cars such as these were forced higher so as to deter youths from buying them.
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number GLM 29 C
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Marriage of the twin cam, twin carburettor 105bhp Lotus engine to a Cortina bodyshell, lowered and with coil rear springing (semi-elliptics 1966) and servo disc and drum brakes. Wide rim wheels and green side flashes. Along with 108mph top speed.
Shot at Tatton Park, Manchester, Classic Car Show 18:08:2012 REF 88-107.
I don't usually go for going away shots but I think it works okay here. Direct Rail Services class 57 no. 57002 leads classmate no. 57010 south at Cathiron (South Nuneaton) on 10th July 2014 working light locomotives from Crewe Gresty Bridge to Daventry DRS.
The first Class 57s were built in 1997 for Freightliner, a Class 47 bodyshell was taken, stripped, rewired and then fitted with an EMD engine. In 2002, 12 further Class 47s were converted to 57s for Virgin Trains, these were numbered 57/3 and fitted with ETH. In 2003, four additional locos were ordered for dragging Pendolinos, these were fitted with Dellner couplings from new and the remainder of the fleet was retrofitted with Dellners in the same year. DRS now operate the majority of the class 57/0 and 57/3. Network Rail operate some Class 57/3s, First Great Western operate the Class 57/6 fleet and West Coast Railways operate a fleet of 57/0, 57/3 and 57/6.
Alfa Romeo 8C Competizione (2007-09) Engine 4691cc V8 Production 500
ALFA ROMEO SET
www.flickr.com/photos/45676495@N05/sets/72157623759785842...
First shown as a concept at the 2003 Frankfurt Motorshow the intent to build a limited run of 500 was announced at the 2005 Paris Motor Show. The production version is similar to the concept, with small variations, the most noticeable exterior difference being the rear hinged hood. The bodyshell is carbon fibre and produced by the ATR group, it is mated to an all steel chassis mad by Italian company ITCA Produzione with final assembly at the Maserati factory in Modena.
The car uses the platform and powertrain of the Maserati Gran Tourismo with the engine assembled by Ferrari. The V8 has variable timing valves and produces an output of 450 PS. Transmission is a six speed transaxle gearbox with computerised gear selection by means of levers behind the steering wheel.
The 500 cars were released as follows
USA 90 United Kingdom 40
Italy 80 Switzerland 35
Germany 80 Others 65
Japan 70
France 40 Total 500
Shot at the Classic and MPH Show, NEC, Birmingham 13.11.2010. Ref 66-009
Sold for £24,750
`The definitive small-bore sportscar', as Car & Driver has termed it, the Elan was introduced at the 1962 Earls Court Motor Show. Based around a steel backbone chassis clad with a lightweight composite body, it rode on all-round independent suspension and also featured four-wheel disc brakes, pop-up headlights and integral bumpers. The engine was clever too, mounting a Harry Mundy designed light alloy twin-cam cylinder head on a cheap, robust and readily available Ford `Kent' bottom end, mated to a four-speed manual transmission. More than the sum of its parts, the diminutive Lotus redefined its class in terms of ride, handling and performance, thanks to Colin Chapman's superlative grasp of spring and damping rates resulting in a precise yet supple chassis.
All Elans are special, but this one is a proven winner. The vendor states that this car was completely restored on a new Tony Thompson chassis with a new lightweight bodyshell incorporating reinforced footwells and boot floor, foam-filled double-skinned underwings, diff cooling vents, Tony Thompson eight-point rollcage, plumbed-in fire extinguisher, and fully adjustable Koni suspension with 26R-spec front anti-roll bar. The engine is reportedly an all-steel John Smirthwaite-built Twin Cam utilising twin Weber 45DCOE carburettors and camshafts selected for a broad torque band to suit rally use. Other parts include straight-cut gears, uprated clutch, Tony Thompson driveshafts, Salisbury LSD, magnesium Minilite-style alloys, aluminium radiator / swirl pot and Tony Thompson competition exhaust. There's bias-adjustable braking, with the handbrake lever mounted on the transmission tunnel.
It comes with an impressive history of results: 1st-in-class and 10th overall in the 2001 Classic Marathon, 1st overall on the 2002 London-Lisbon rally and a 1st-in-class on the 2005 Rally of the Tests.
Unrallied for the past five years, this well-prepared Elan nevertheless has great potential.
Classic Days Schloss Dyck 2018 - Driven by Dave Marcis, a NASCAR legend and the last team owner without manufacturer support. Frame is from 1979, bodyshell from 1985. 5.7 litre V8, max. 850PS, detuned 650PS.
Rear window removed from the 1991 Volvo 240 DL. Thanks to long use of the same basic bodyshell it should fit my 1984 244.
I brought my ice-cream bucket of tools along but only needed that red one - a baseboard pry bar.
Spotted on visit to Bridport Porsche Specialists Marque 21. www.marque21.co.uk/
Many thanks to Kieron & Samie for organising the visit :-))
Rear of the 9.42 to Swansea.
From Wikipedia
The British Rail Class 800 is a type of bi-mode multiple unit used in the United Kingdom on the Great Western Main Line since October 2017. They use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built Hitachi since 2014. They are also very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.
The units are also due to enter service on the East Coast Main Line from May 2019, under the brand name "Azuma. This date was originally earlier, but following delays in type testing and concerns over the safety of interconnecting electrical cables between the coaches, the date had to be changed.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are part of the Intercity Express Programme (IEP). The train is part of the Hitachi AT300 product family. Train operating companies have also given the train separate brands. On Great Western Railway, they are known as Intercity Express Trains (IET) and when they enter service with London North Eastern Railway, they will be known as Azumas.
Peugeot 205 T16 (Homolagation) (1984) Engine 1899cc S4 Turbo
PEUGEOT SET
www.flickr.com/photos/45676495@N05/sets/72157623690496925...
In iorder to homologate the 205 T16 for International Group B competition, Peugeot were requrired to build a minimum batch of 200 road-going examples, and in accordance with FIA regulations these had to be based on a current production road car. Peugeot decided to base the Group B rally car on the two door version of the 205..The engine was based on the cast iron block of the Diesel version of the then new XU engine family, albeit with a specially developed 16-valve head. The gearbox came from the Citroen SM but was mounted transversely. The car had all wheel drive. The body was built by Heuliez, where standard three door bodyshells from the production line were delivered and heavily modified. Heuliez cut off the complete rear of the car and welded in a transverse firewall between the B-posts. The rear frame was then built in a mixture of sheet steel profiles and tubes. The front was modified in a similar way with a tube frame carrying the front suspension. The completed bodies were delivered to Simca (Talbot) for the 200-series production cars and to Peugeot Talbot Sport for the competition versions. All street versions were LHD and finished in a dark grey colour, apart from the first one which was white with the competition cars decals.The competition cars of the first evolution series (VIN C1 to C20) were built at the sport department Peugeot Talbot Sport and presented to the public at the same day as the standard street version. Later competition vehicles of the Evolution 2 series (VIN C201 to C220) were built differently as the rear spaceframe had no more sheet steel profiles in it but was completely made from tubes only.
Apart from appearance the homolagation cars had almost nothing in common with the regular production model and shared the transverse mid-engine, four-wheel drive layout of the rally car, but had less than half the power; at around 200 PS (147 kW; 197 hp).
A big thankyou for an incredible 23.3 Million views
Shot at the Classic Car Show, NEC, Birmingham 16:11:2013 REF 101-286
FGW's efforts to increase the number of seats in HST sets resulted in some conversions to a composite layout featuring both First and Standard class seating. A not entirely new idea even for the mark lll bodyshell as Scotrail did similar with their push / pull rakes in the early 80's. Nonetheless it remains a relative rarity in the railway scene today with FGW being the only operator of composite mark lll's at this time.
Taken 23/10/19 at a foggy Bath Spa Station: According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
Porsche 911 Carrera RS (1973-74) Engine 2808cc Production 48
Registration Number YYY 568 M
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).
Shot at the Masters Historic Festival, Oulton Park 17:03:2012 Ref 82-193
LOCATION:- Derby Litchurch Lane
DATE:- 18.06.2001
'Networker Classic' prototype, what would of been the BR class 424 seen here stored at Litchurch Ln Works in Derby.
This vehicle was originally a 4-CIG driving trailer 76112. The "Networker Classic" concept involved rebuilding Mark 1 design Southern Region EMUs of Classes 411, 421 and 423 to meet current crash-worthiness standards. This involved building a new bodyshell on the existing chassis, but keeping the original electrical and motor equipment. Therefore, the aim was to produce a 'new' unit at one quarter the cost of manufacturing a train from scratch. The rebuilt units would have had a life of at least fifteen years, thus saving considerable amounts of money when replacing old stock. However, for some reason the project was not successful, and train companies turned to new-build trains of Classes 375, 376, 377, 444, 450, 458, and 460 from various manufacturers.
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.
The Austin-Healey Sprite is a small open sports car which was produced in the United Kingdom from 1958 to 1971. The Sprite was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, just before that year's Monaco Grand Prix. It was intended to be a low-cost model that "a chap could keep in his bike shed", yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down.
In 1961 the Sprite was joined by a badge-engineered MG version, the Midget, reviving a model name used by MG from the late 1920s through to the mid 1950s. Enthusiasts often refer to Sprites and the later Midgets collectively as "Spridgets."
The little Sprite quickly became affectionately known as the Frogeye in the UK and the Bugeye in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport. 48,987 "Frogeye" Spriters were made.
The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at M.I.R.A. (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.
The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 & Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8" inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage.
Ashley Laminates Ltd was a company set up by Peter Pellandine and Keith Waddington in 1955 to produce fibreglass body shells for car conversions and in 1956 Peter founded Falcon Shells Ltd. The advert above features The Ashley Sportiva Coupé whose fibreglass shell came in two forms as either the open-top Roadster or the covered Coupé. Both versions could be fitted onto the Ford Prefect E93A (1172cc) chassis or a modified form of chassis specially constructed from Ford parts. ‘The Ashley 1172’ conversion kits were launched in November 1960 and remained in production until 1962.
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ashleysportiva.weebly.com/ashley-bodyshell-models.html (Ashley Laminates car models).
en.wikipedia.org/wiki/Ashley_(automobile) (Ashley Laminates).