View allAll Photos Tagged Bodyshell
Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082
Registration Number ARB 569 A (Derbyshire)
WOLSELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623738922097...
The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.
Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.
The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The Mark II version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.
Diolch am 83,935,110 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 83,935,110 amazing views, every one is greatly appreciated.
Shot 25.07.2021 at Beaumanor Hall, Woodhouse, Leic. 148-165
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number NVT 277 M (Stoke on Trent)
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.
Diolch am 75,806,081 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 75,806,081 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-458
Lada 1200 (VAZ-2101) (1970-82) Engine 1198 S4
Registration Number VOY 414 L (London C.)
LADA SET
www.flickr.com/photos/45676495@N05/sets/72157623795811036...
The VAZ-2101 "Zhiguli" , commonly nicknamed "Kopeyka" (for the smallest Soviet coin, 1/100 of the Ruble), widely exported to West under the Lada name. The car was a heavily modified and licence-built version of the Fiat 124 tailored for the Soviet Union and much of the Eastern Bloc. The lightweight Italian Fiat 124, had won the European Car of the Year award in 1967, sold under licence for Soviet production it was heavily modified to survive Russian driving conditions Among many changes, aluminium brake drums were added to the rear, and the original Fiat engine was dropped in favour of a newer design made by NAMI with a modern OHC, its suspension was raisedand the bodyshell made of thicker, heavier steel with reinforcement in key chassis areas
The VAZ-2101 (1970–1982) was the first of the Lada variants, powered by an 1198cc engine of 59bhp, a maximum speed of 140 km-h (87 mph) nd 0–100 km/h (0–62 mph) in about 20 seconds, the cars had soft suspension for local road conditions. The 2101 (and its first modifications) opened a new era in Russian motoring. Unfortunately, the Togliatti plant could not supply the consumer demand and people had to wait for years to get a chance to buy the car. Exports began 21 February 1971, to Yugoslavia, followed by Finland, Holland and Belgium. Cars were also exported to Cuba, where Raul Castro used one as his personal transport until 2006, Angola and Canada.
The 21012--right-hand drive saloon with the 1,198 cc (73.1 cu in) four, entered production 22 May 1973, for export to Japan, Australia, and Britain (which proved a very successful market). Production of the 1300cc version continued into 1988 when it was replaced by the updated Lada Riva
Thanks for a stunning 60,597,418 views
Diolch am olygfa anhygoel, 60,597,418 hoblogaeth y Lloegr honno dros y Mynyddoedd
Llongyfarchiadau i Abertawe a Sir Casnewydd ar gyrraedd eu rowndiau terfynol Wembley
Shot 18.06.2017 at Trentham Gardens Car Show, Trentham, Stoke on Trent REF 128-151
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141108 passes through Hunslet on its way out of Leeds, 05-04-1993. In the background are bodyshells for Class 323 units.
Supported by the overhead crane's twin hooks the bodyshell has received a coat of undercoat primer paint prior to the addition of a new coat of BR Monastral blue. Note this was just prior to the buffer beam cowling being cut away on the class.
In 1990 Greater Manchester PTE exhibited a prototype bodyshell of one half of a Metrolink light rail vehicle beneath Manchester Piccadilly station. The bodyshell was built by Officine Casertane in Caserta, Italy (part of the Firema Consortium) and was originally painted in Greater Manchester PTE's orange and white livery. It was photographed on 13 May 1990.
The prototype bodyshell was subsequently repainted in Metrolink light grey, dark grey and aquamarine livery, numbered 1000 and named The Larry Sullivan. It joined the collection of vehicles at the Museum of Transport, Greater Manchester in 1992.
Vauxhall VX1800 Estate FE (1976-78) Engine 1758S4 OC Production 25,185 (incl. VX 2300)
Registration Number RPG 83 R (Guildford)
VAUXHALL SET
www.flickr.com/photos/45676495@N05/sets/72157623863172810...
The 1972-76 Victor FE was updated for 1976 dropping the Victor name, the new car had a number of trim changes but bore the same bodyshell and running gear as the FE Victor. Available also as the VX 1800 or VX 2300 and in both saloon and estate form. Originally designed independently at Luton but with the demise of the VX and arrival of the Carlton ( a rebadged Opel Rekord) German design prevailed
Many thanks for a fantabulous
47,375,689 views
Shot at Weston Park Classic Car Show 27.03.2016 - Ref 111-679
Bond Minicar Estate Mk.G (1961-66) Engine 247cc Single Cylinder Villiers two stroke
Production 3253 (all body styles)
Registration Number JMG 676 B (Middlesex)
BOND SET
www.flickr.com/photos/45676495@N05/sets/72157623759866604...
Last of the line of the Bond Minicar dating back to 1949, originally built by Sharp's Commercial Ltd. until the change of company name to Bond Cars ltd. in 1964, both companies based in Preston. The basic concept for the minicar was derived from a prototype built by Lawrence "Lawrie" Bond, an engineer from Preston and former aeronautical designer for the Blackburn Aircraft Company. Sharp's Commercials was a company contracted by the Ministry of Supply to rebuild military vehicles, seeing the post-war downturn in orders of military vehicles Bond approached the Managing Director of Sharp's, Lt. Col. Charles Reginald 'Reg' Gray, to ask if he could rent the factory to build his car. Gray refused, but said that instead, Sharp's could manufacture the car for Bond and the two entered into an agreement on this basis. The car proved popular in the UK market, where its three-wheel configuration meant that it qualified for a lower rate of purchase tax, lower vehicle excise duty and cheaper insurance than comparable four-wheel cars. The three-wheel configuration, low weight and lack of a reverse gear also meant that it could be driven on a motor cycle licence. In April 1962 the purchase tax rate of 55 percent, which had been applied to all four-wheeled cars sold in the UK since the war was reduced to 45 per cent, in November 1962 it was reduced by another 20 per cent to 25 per cent – the same rate as that applied to three-wheelers. This rapid change meant that at the point of sale, some three-wheelers became more expensive than four-wheeled cars like the Mini, resulting in a sharp decline in sales, from this point and the final Minicar was produced in 1966 by the end of production 24,482 Bond Minicars had been produced
The Mark G was billed as a new line Minicar and proved the final evolution, still based to a large extent on the bodyshell of the Mark F. With a revised shape fibreglass roof, new doors, new windscreen with opening quarter lights and bigger wheels largely transformed the cars appearance. However, although the car was similar in layout to the Mark F, almost everything mechanically about the Mark G was different with very few components carried over. Steel supports around the quarter lights allowed the windscreen to be both more steeply raked and moved forwards to provide more interior room. This also allowed a properly sprung bench-type rear seat to be fitted capable of seating two adults. The front seats were adjustable for position and the passenger side now folded much further forward than on previous models to allow easier access to the rear though the doors were still felt to be too narrow for easy entry.
Production of the Mark G began in August 1961 and initially the Bond 250 G Minicar was the only version available.
Under the bonnet, the car utilised the new Villiers Mk 35A unit designed specifically for the car. A development of the 9E, this incorporated numerous mechanical refinements to improve strength and reliability albeit slightly to the cost of overall power, now rated at 11.5 bhp (9 kW; 12 PS) at 4,500 rpm. Rear suspension was completely revised, with trailing arm units controlled by Armstrong dampers. The rod and cable brake systems of previous cars was also replaced by Lockheed hydraulic brakes acting on all three wheels.
Two further models were added to the range in 1962, the Bond 250 G Estate and the Bond 250 G Ranger. The estate featured a large hatchback, hinged at the roof. Inside, the rear seats could be folded flat reversed (so the passengers faced the rear or removed entirely.On the Ranger version the rear seats and rear side windows were omitted.
Diolch am 75,590,281 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 75,590,281 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-379
TRU, No. 950001 is seen passing Spittal Crossing
at Berwick-Upon-Tweed working the 2Z08 from
Slateford Depot - Derby R.TC
The British Rail Class 950 is a diesel multiple unit that was purpose-built by British Rail Engineering Limited's Holgate Road carriage works for the British Rail Research Division for use as a track assessment unit. It is currently operated by Network Rail.
It was built in 1987 using the same bodyshell as the Class 150/1 Sprinters It was originally classified as a Class 180, but was reclassified into the departmental series. As part of the privatisation of British Rail, it was passed to Railtrack in 1994 and then on to Network Rail in 2002. The unit is formed of two driving motor vehicles.
The unit is currently painted in plain overall yellow livery with Network Rail branding. It mostly works on lines also used by Sprinters and Pacers where the track quality is not good enough for larger and heavier track assessment stock. It is able to operate over most railway lines around Great Britain. The unit is based at the Railway Technical Centre in Derby.
Austin Allegro 1500SDL Mk2 (1975-79) Engines 1485cc S4 E Series.
Registration Number OFT 887 R (Newcastle on Tyne)
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623759808208
The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs.
The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982.
Diolch yn fawr am 73,033,696 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 73,033,696 amazing views, enjoy and stay safe
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-246
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Jaguar XJ12 Broadspeed (1977) Engine 5343cc V12
JAGUAR SET
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
Built at a tricky time for Jaguar with falling sales and boardroom schisms, the Broadspeed Jaguar was created to contest the European Touring Car Champioships.
Ray Broad of Broadspeed was handed two cars to develope into Touring cars, to tackle tje big engined Ford Capris and BMW CSLs, racing in the ETC. Broads preferance had been to develope the XJS but Jaguar decided the XJ a more suitable candidate, and the 2 door XJC was given the nod over its four door counterpart. The engine was a Jag 5.3-litre V12 (dry sumped from 1977) with racing pistons and independent injection,and an oil cooler but otherwise relatively standard, but the changes that were made created an output of 550bhp, and an ear drum shattering noise, driving through a standard manual gearbox casing with close-ratio gears a racing clutch and a solid mounted, oil-cooled rear axle.
The body was heavily reworked. It was much heavier than its rivals the bodyshells were even acid dipped to strip of some of the weight. But despite efforts to reduce the weight the car was still 1.5 tons after early tests, Lockhead were approached to improve braking and produced some bespoke eight-piston callipers for the front and four pots for the rears. But the cars were beset with problems, despite an excellent driver line up of Dereck Bell, Dave Hobbs and Tim Schenken.
It was the fastest car on the grid, normally racing of pole position and set fastest laps but were simply unreliable and BL pulled the plug.
Diolch am olygfa anhygoel, 64,557,361
oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 64,557,361 views
Shot 05.05.2018 at Donington Historic Festival, Donington Park, Leic Ref 133-178
It seems familiar, but I am not able to find what make and type this is.
@Curioseum Willingen
@Ascension weekend Traction Avant Nederland 2022
Austin Allegro 1.3 HLS Mk3 (1979-82) Engines 1275cc. S4 Tr.
Registration Number SWK 701 W (Coventry)
AUSTIN ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623759808208
The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs.
The quartic wheel did not take off, and was dropped in 1974
The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.
The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982.
Diolch am 97,128,814 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 97,128,814 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-021
With former Waterloo & City Line adaptor wagons fore & aft (ADB453241 & ADB453241), a sun-bleached 03179 was stood with 'spare cars' (483010) in the southern end of the depot headshunt at Ryde St Johns Road on July 20th 1995. The spare empty bodyshells with bogies (483010) had originally been London Transport cars 10139 & 11172 and were delivered to the Isle of Wight in April 1992.
2403 881116 Eastleigh Weymouth-Waterloo
BR came up with a plan to use the Mklll bodyshell into a modern express EMU and the 442 was the result.
Not the prettiest of trains but definetly a step up from the CIG/VEP Mk1 style of train which predominated at the time.
In true Southern style the motors from the 4Rep's were reused and they were given NSE livery from the off.
Unfortunately, because of their rounded looks, they were given the nickname "Plastic Pigs" which they hardly deserved.
They were brought in to serve the newly electrified route from Bournemouth to Weymouth with a few used on other routes but they plied trade for nearly 20 years on the route before being replaced by the Class 444's.
Here in the early days of the class 2403 is seen passing through Eastleigh with a service from Weymouth to Waterloo on 16th November 1988.
Renault 5 (Phase 2) Raid Turbo (1988-91) Engine 1397cc Turbocharged S4
Registration Number H 979 KON (Birmingham)
RENAULT ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623690632985...
The Renault 5 is a supermini car produced by Renault from 1972 to 1996 over two generations as a Hatchback with three or five doors. The first generation (also known as the R5 or Le Car), which was made from 1972 to 1985 designed by Michel Boue. The second generation R5, marketed as the Renault 5 (or Supercinq, Superfive), launched in October 1984 was designed by Marcel Gandini as as three door Hatchback, right hand drive models were available in the UK from January 1985. Although it closely resembled the first generation car, the bodyshell and platform were completely new, based on the platform of the larger Renault 9 and 11.
The Ranault 5GT Turbo was launched in in 1985 based on the second-generation Renault 5, known for its aggressive character and lighter build, powered by a 1.4-litre engine with a Garrett t2 Turbocharger of 115 bhp and weighing just 850kg, it featured grey plastic side skirts and bumpers and was known for its turbo lag, foll.wed by a violent power surge. Produced 1985-87 (it became known as the Phase 1) it was lighter and considered more hardcore than what was to follow.
The Phase 2 was produced 1988-91 and was slightly more refined Its power increased slightly to 120 bhp, and it had new body-coloured bumpers and smoother styling. As well as having a revised cooling system and improved carburettor, the interior was updated, offering more comfort.
Diolch am 99,250,352 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,250,352 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-368
Paid another visit to this today. Since I was last here the dolly has been removed from under the trailer giving it a nose down stance. Someone's also removed the diff and half shafts that sat on the trailer behind it. The next picture along shows the chassis number under the driver's seat which didn't look at all right to me!
MG YB (1952-53) Original Engine 1250 cc S4 OHV
Replacement Engine 1798cc S4 OHV (MGB)
Production 1201
Registration Number 8142 MG (Middlesex)
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
Developed pre-war and designed by Gerald Palmer, the new MG small Y Type Saloon was based on Morris Eight Series E four-door bodyshell in pressed steel, with added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp.
The new MG YA was launched in 1947
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The MG YB launched in 1952 strongly resembling the YA. The "YB" had a completely new Lockheed twin leading shoe braking system, 15 inch wheels and a much more modern hypoid type of back axle. Road holding was also improved by the introduction of smaller 15-inch wheels and the use of an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, Little else was changed about the car, which soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954.
UMG 662
Well known for bestowing the new cars they supplied with `MG' number plates, University Motors of London sold chassis YB0480 to none other than Gregor Grant, the founder and editor of Autosport Magazine. Road registered as `UMG 662' on 26th May 1952, the YB was bought with competition in mind and thus featured a rev counter and twin carburettors. Used as a press car on the 1953 Monte Carlo Rally, it returned as a competitor the following year and successfully completed the event only to be disqualified for not stopping at the last check point. A veteran of numerous other rallies including the Scottish, the MG also went circuit racing; a particular highlight being George Phillips' drive to 3rd-in-class during the Daily Express Touring Car Race at Silverstone on 9th May 1953.
The car was more recently purchased by Gregor Grant with a view to tackling the Monte Carlo Historic Rally though unfortunately regs, considered the term historic to mean from 1956 on. So instead hes been primed for the Monte Carlo Classic rally which the ACM are organising which involves a rally more in the style of the ralllies of the cars period. However a John o Groats strt in January is pretty daunting covering as it does around 2000 miles in 4 days
Diolch yn fawr am 67,629,012 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 67,629,012 amazing views, enjoy and stay safe
Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-176
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number RAP 28 M (Brighton)
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.
Thanks for a stunning 59,094,583 views
Diolch am 59,094,583 gwych, golygfeydd, mwy na phoblogaeth y Lloegr honno yn y Gorllewin
Enillwyr y Goron Driphlyg Cymru 2021
Shot 21.05.2017 at Chiltern Hills Classic Sar Show, Weedon Hill, Aylesbury REF 126-178
The Citroën LN was introduced in 1976 as a combination of the bodyshell of the Peugeot 104 Z Coupé with the 602 cc air-cooled two-cylinder engine of the Citroën 2CV. Later models, called LNA, had larger water-cooled engines. Production of the LN(A) ended in 1986.
Great Western Railway 150246 drifts into platform 1 at Truro with a Falmouth branch service, 5th December 2017.
Unit History
150246 is one of the final batch of eighty five two-car class 150 units which were built at York works in 1986/87 with front-end gangway connections and numbered in the range 150201-285. They had different interiors to the earlier class 150/1 units and were used on longer-distance services. The end gangways make them very similar in appearance to later batches of the electric class 317 units, also based on the Mark III bodyshell. 150246 was initially allocated to Neville Hill and I first saw this unit thirty years ago, at Leeds on the 22nd September 1987. It moved to Cardiff in the 1990’s and by 2009 was allocated to Bristol.
Imperial Crown Coupe (4th Gen) (1969-73) Engine 440 cu in (7200cc) Wedge V8
IMPERIAL ALBUM
www.flickr.com/photos/45676495@N05/albums/72157624941653906
The Imperial name had been used since 1926, but was never a separate make, just the top-of-the-line Chrysler. However, in 1955, the company decided to spin Imperial off as its own make and division in direct competition to Lincoln and Cadillac.
Designed as a luxury car bt sesigner Elwood Engel, Imperial launched its 4th generation cars 1968, in a style known as the fuselage look, replacing the squared lines of 1964-68 cars, Imperials design language refers to the rounded Tumblehome sides, bulging at the beltline like an airliners fuselage. The new styling made the cars look longer and wider, and strongly curved side glass increased shoulder room without expanding overall body width. To reduce production costs Imperial began to share some of its bodyshell with the Chrysler New Yorker for the first time since 1956. Consequently, glass and roofs were common with the entry-level Chrysler Newport. However construction was still unibody, the wheelbase was still stretched 3.0 in (76 mm) longer than a Chrysler's in front of the passenger section, the engine and transmission were the same, and the torsion bar front suspension was still used.
The 1969 (Series EY-L, M) came with a sleeker look with a more subtle level of trim, For the first time, the lights were hidden behind doors, giving a fashionable at the time full-width grille look using "loop" bumpers. At 229.7 in (5,834 mm), the Imperial once again became the longest non-limousine car made in America, and would remain so through 1973 when it would set the post-WW II record for non-limousine car length.
For 1970 (Series FY-L,M) the featured a revised grill pattern, changed to a larger egg crate design the front cornering lamps became rectangular instead of the "shark gill" pattern of 1969 models. A wide chrome strip was added at the rocker panels, vinyl side trim was made optional, and (for this year only) the fender skirts were gone. It was the final year for the Crown series and this was the first year the LeBaron out sold the Crown. Imperial had only two models and styles of Imperial for 1970. A LeBaron hardtop sedan and coupe and the Crown hardtop coupe
For 1971, the Imperial Eagle at the front of the hood was gone, replaced by the word IMPERIAL with the rear deck lid badge reading IMPERIAL by Chrysler. and the only model offered was the LeBaron. The 1971 Imperial is notable for being the first production car in America with a 4-wheel Anti-lock braking system (ABS)
1972 models had all new sheet metal giving the cars a bigger and heavier all-around appearance. A somewhat more rounded side profile without a character line down the side and chrome trim on the top seams of the fenders from the rear windows forward appeared. Two all Black cars were given to the US Secret Service, who passed them to Hess and Eisenhardt for conversion to Presidential limousines.
1973 was the last year for the fourth generation cars, the model year saw new federal bumper standards to prevent damage. This meant the Imperials gained large rubber over-riders front and rear, adding 5.8 inches (147 mm) to the car's length, making it the longest production car in North America for that year and the longest postwar (non-limousine) production car at 235.3 inches (5,977 mm)
Diolch am 78,100,768 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 78,100,768 amazing views, every one is greatly appreciated.
Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1316
These came along from Challenger Cars who made a very nice Jaguar E Type replica, not long after the Rickman Ranger became successful. Whereas the Rickman Ranger was inspired by the Suzuki SJ410, the Target looked to be moulded with not a lot of alteration straight from a Mitsubishi Shogun. This was the only one built by an owner I ever saw. The quality of the bodyshell was very high to Challengers credit and its builder had done a good job of the rest of it.
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number STG 213 M (Glamorgan)
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.
Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Many thanks for a Marmalising
52,959.392 views
Shot 15.06.2016 at the Coventry Festival of Motoring, Coventry REF 118-151
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Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082
Registration Number ARB 569 A (Derbyshire)
WOLSELEY SET
www.flickr.com/photos/45676495@N05/sets/72157623738922097...
The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.
Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.
The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The Mark II version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.
Diolch am 77,559,605 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 77,559,605 amazing views, every one is greatly appreciated.
Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-1065
The remains of a circa early 1970s British-built Austin-Morris EA public service ambulance w/ bodywork by ‘Wadham Stringer’ coachbuilders, sitting abandoned and neglected in the woods on a country lane near Darlington, County Durham, U.K. The body was made entirely of fibreglass, and every other non-plastic component on this vehicle has long since been removed. All that remains is this bare cracked bodyshell, which after being decommissioned as an ambulance used to be painted light blue (as a mobile grocer shop), and has now deteriorated to “hearing aid beige” bare exposed fibreglass. The vehicle has been siting in this exact same spot for decades.
Examples of abandoned classic vehicles in the wilderness such as this one have become an increasingly rare sight in the United Kingdom nowadays. However, as these pictures prove, they still exist out there in the year 2025.
Mini 850 Mk.III (1969-76) Engine 998cc S4 Tr OHV
Registration Number WGT 465 M (London SW)
MINI (BL) SET
www.flickr.com/photos/45676495@N05/sets/72157623797597842...
The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows—although some Australian-manufactured Mark I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from Hydrolastic to rubber cones
Production at the Cowley plant was ended in 1969, and the simple name Mini completely replaced the separate Austin and Morris brands. In April 1974, a heater became standard equipment on the entry-level Mini 850, as well, having by then already been included in the standard specification of the other models for some time
Please note the young lady in the Fiat, very anxious to get into the picture
Gan ddymuno Nadolig Llawen iawn a Blwyddyn Newydd lewyrchus i’m holl ffrindiau, cysylltiadau a dilynwyr a diolch yn fawr am 8,009,955 o olygfeydd hyd yma eleni (73,369,084) i gyd)
Wishing all my friends, connections and followers a very Merry Christmas and a prosperous New Year and a big thankyou for 8,009,955 views so far this year (73,369,084 in total)
Je souhaite à tous mes amis, relations et abonnés un très joyeux Noël et une nouvelle année prospère et un grand merci pour les 8 009 955 vues jusqu'à présent cette année (73 369 084 au total)
Ich wünsche allen meinen Freunden, Verbindungen und Followern ein frohes Weihnachtsfest und ein erfolgreiches neues Jahr und ein großes Dankeschön für bisher 8.009.955 Aufrufe in diesem Jahr (insgesamt 73.369.084)
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-379
Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043
Registration Number HRY 321 L (Portsmouth)
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.
Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph
Diolch am olygfa anhygoel, 62,666,810 oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 62,666,810 views
Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-709
A © Colour-Rail slide of DP2 at Camden shed in June 1962
DP2, meaning Diesel Prototype number 2 (not Deltic-Prototype 2) and was a prototype Type 4 mainline diesel locomotive built in 1962 by English Electric at their Vulcan Foundry in Newton-le-Willows to demonstrate possibilities to British Railways.
As the Deltics were then in production, it was decided to produce this locomotive on the same production line; the bodyshell used for DP2 reputedly being the eighteenth Deltic body. While DP2 looked like a Class 55 locomotive in outline, there were many detail differences; particularly the large bodyside radiator vents at one end and the single roof fan as opposed to the four symmetrically placed fans on the Deltics. These differences revealed that DP2 was totally different internally from the twin-engined Deltics, having only a single prime mover and generator. The loco was later updated with electronic control systems to become the forerunner of the Class 50.
It was of Co-Co wheel arrangement and was fitted with an English Electric 16CSVT engine of 2700-hp. It had a maximum speed of 90 mph and weighed 105 tons. It was initially painted in standard BR Brunswick Green livery and later (from 1965) in two-tone green livery with a light green lower bodyside band.
BR tested it initially on London Midland Region services out of London Euston and later on the Eastern Region from London King's Cross. Here it was used on the Sheffield Pullman workings until 1966 when, in spite of possessing only 82% of the power of a Deltic, it was placed in a Deltic Diagram covering the King's Cross - Edinburgh and vice-versa services. These duties were performed quite punctually and without complaint.
On 31 July 1967 DP2 was involved in a serious accident at Thirsk, colliding at speed with the de-railed Cliffe (Kent) to Uddingston (Glasgow) cement train. The damage proved to be so great that it was considered uneconomical to repair. It was withdrawn from BR service in September 1967 and moved to the Vulcan Foundry where it was stored until it was scrapped in 1970. DP2’s reusable parts being provided to the Class 50 pool of spares, its engine initially went to D417/50 017 'Royal Oak', but ended its working days in 50 037.
Ultimate Cup Series
Car: LEGEND CAR
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: SONNTAG Eric
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
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.
The 340R is a special edition of the Lotus Elise, built in 2000. Just 340 were made, all sold before they were manufactured. It uses a custom built bodyshell with no roof or doors.
Another one finished for my own collection! This time it's the Paragon Kits resin bodyshell kit of the Scania Higer Touring in the livery of local operator Moving People who run two of these.
The kit is essentially a resin bodyshell with moulded windscreen and requires the innards and chassis of an Oxford Diecast Irizar PB to complete.
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).
1993 Vauxhall Lotus Carlton.
H&H classic car auction, Buxton -
"Chassis No: SCC000019N1259307
- No. 866 of the 950 Lotus Type 104 cars made (Carlton: 320 / Omega: 630)
- 76,600 recorded miles as supported by service records and old MOTs
- Original Service Literature binder, book pack, assorted invoices, MOT'd till April 2019
Further Info:
Introduced in October 1990, the Lotus Carlton 'Type 104' (or Lotus Omega as it was known outside the UK) soon became infamous for its reputed 177mph top speed. Based around a four-door Vauxhall Carlton bodyshell modified to accept wider wheelarches, sideskirts and a pronounced boot spoiler, the newcomer also benefited from Lotus enhanced power steering, disc brake and suspension assembles (the latter including a sophisticated multi-link rear set-up complete with limited slip differential). Fed by twin Garrett turbochargers, its 3.6 litre 24-valve straight-six engine was allied to six-speed ZF manual transmission. With a quoted 377bhp and 419lbft of torque on tap, the Lotus Carlton / Omega could apparently sprint from 0-60mph in 5.2 seconds and 0-100mph in 11.5 seconds. Judged by the contemporary motoring press to be a performance match for the Ferrari Testarossa and Porsche 911 Turbo (though, some of its in-gear acceleration times were superior), the Type 104 only remained in production until October 1992 by which time just 950 are thought to have been made (320 Lotus Carltons and 630 Lotus Omegas).
Acquired by the vendor after a lengthy search that saw numerous other examples rejected, Car Number 0866 has been sparingly used over the last six years (its odometer reading increasing from 75,400 to 76,600 miles). Garaged alongside various other sports and super saloons, it remains highly original with no obvious signs of past accident damage or the corrosion issues that can plague surviving Type 104 cars. The Anthracite leather upholstery presents very nicely aside from the stitching to one rear headrest which has come loose. Starting readily upon inspection, Car Number 0866 is currently undergoing a cherished number plate transfer and might well have been reunited with its original 'L753 OMP' number plate by the time of sale.
ESTIMATE: £40,000 - £45,000." Sold for £39,375.
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 126
Registration Number PFE 836 P (Lincoln)
JENSEN ALBUM
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.
A convertible with powered soft top was introduced in 1974, mainly intended for the American market but also sold in Europe. Two hundred sixty-seven convertibles were made.
In the mid-1980s a new company, Jensen Cars Limited was create with the aim of relaunching the Interceptor. In 1986 their Series 4 Interceptor was launched as an updated version of the original Interceptor V8 as a low-volume hand-built and bespoke affair, with prices rising to around £ 70,000 though the body remained essentially the same as the last of the main production run of Series 3, the engine was a much smaller Chrysler-supplied 360 cubic inch (5.9 litre) which used more modern controls to reduce emissions with an output of around 250bhp. In addition, the interior was slightly re-designed with the addition of modern sports front seats as opposed to the armchair style of the earlier models, as well as a revised dashboard and electronics. The company owner sold the venture in 1990 to an engineering company believed to be in a stronger position to manufacture the car; this lasted until 1993 with approximately 36 cars built,. Development work commenced on a proposed Series 5 Interceptor before the company failed and liquidators were called in
Diolch am 92,689,980 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 92,689,980 amazing views, every one is greatly appreciated.
Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-229
Lancia Fulvia 1600 Sport Series II by Zagato (1970-72) Engine 1584cc V4 DOC 115hp
Registration Number 1 NPB (Surrey)
LANCIA ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623795824232...
The Lancia Fulvia debuted at the 1963 Geneva Motor Show powered by a 1298cc V4 engine of 90bhp. This is an example built by Z Zagota on the Fulvia coupe underpan.
The Sport was a fastback two seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions.
The Series 1 had its bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of centimetres to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate. The Series 1 Sport was introduced at the 1965 Turin Motorshow the first Sport had an all-aluminium alloy bodyshell and used the coupé's 1.2-litre (1,216 cc) engine. The interior featured a wood-trimmed dashboard and two small bucket seats designed by Zagato. Just 202 were made in total
The Series 1 Aport 1.3 was a 1966 upgrad of the Sport with a 1298cc engine from the Rallye 1.3, producing 87 hp. Early version retained the aluminium bonnet, doors, and spare wheel hatch.Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver's side front wing. The Series 1 line up was completed with the 1.3 Sport S An updated Sport 1.3 with 1,298 cc producing 92bhp These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain.
The second series Zagota Sport was launched at the 1970 Turin Motorshow Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres, the body was now all steel and seated 2+2 passengers The bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Other changes included the lights, the moving of the mirrors from the wing to the door. The line up contained two models the Sport 1.3S and the Sport 1600.
The Sport 1.3S (1970-72)
The Series two car retained the same engine as the the Series 1 1.3S but now with a five speed gerabox.Very early versions of these Series 2 cars were fitted with Series I bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all-steel bodyshells, no spare wheel hatch, and larger rear lights.
The Sport 1600 (1971-72)
Was powered by a 1584cc engine from the HF, producing 115 bhp and a top speed of 118mph The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. The interior had a oil temperature gauge, bucket seats with headrests and electric front windows as standard. Cromodora alloy wheels like those found on the 1600 HF were optional.
Diolch am 81,629,830 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 81,629,830 amazing views, every one is greatly appreciated.
Shot 05.06.2021. at Bicester Heritage Centre, Bicester, Oxon. 146-086
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Panther Kallista (1982-93) Engine 2792cc V6 OHV
Registration Number D 305 APL (Guildford)
PANTHER ALBUM
www.flickr.com/photos/45676495@N05/sets/72157626070175132...
Designed by Robert Jankel the Panther Kallista was produced by Panther Westwinds from 1982 to 1990 replacing the Panther Lima as the companies volume sales car.
Unlike the Lima which used Vauxhall engine the Kallista used a range of Ford engines from the 1.6ltr S4, to the 2792cc and 2933 Cologne V6. This is powered by a 2.8ltr Cologne V6.
Rear axle and double wishbone front suspension gave well balanced handling. The Kallista used an aluminium body over a purpose-built steel chassis. Performance was good, with a sprint to 60 mph in under 8 seconds
Nicely finished though the cockpit was a little narrow.
The Kallista was produced from 1982 to 1990 until SsangYong Motor Company released a badge engineered version in 1992 called the SsangYong Kallista, with major changes underneath. The aluminium bodyshells were made in South Korea and shipped to the UK in the cargo containers which were proprietor Kim's main business. only 77 were produced
Diolch am 88,621,378 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 88,621,378 amazing views, every one is greatly appreciated.
Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-284
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).
Bristol 401 (1948-53) Engine 1971cc S6 OHV Production 650 (all 401s)
Registration Number UMC 315 (Middlesex)
Bristol SET
www.flickr.com/photos/45676495@N05/sets/72157623759876288...
The 401 was the second model produced by Bristol, after the 400. It may have been the first to use wind tunnel testing in its design, resulting in a remarkably low 0.392 drag coefficient. The car was light, with the use of an all alumium bodyshell, it was a larger car than the 400 and seats 5 passengers in comfort, and its body was built using a 'Superleggera' matrix of steel tubes, mounted on the same open 'A' frame steel chassis, but with different outriggers at the rear to accommodate a lower mounted fuel tank.
The first series is identified by a distinctive ridge along the lower edge of the body., a recognition point of the 401 is that the front grille inserts were painted black, whilst the surrounds were chromed.
A few of the cars were independantly bodied, most noteably the 1947-48 Farina Drophead, the Beutler saloon and this car the Touring Superleggra Saloon
Touring Super Leggera Saloon
A few early chassis were sent to Touring of Milan as developement excercises for the 401
As with other special design excersises under evaluation, the Touring Saloons were built on early chassis. The styling is simular to other work from the Milan based styling house, particulary the Alfa Romeo 6C-2500. the design was both stylish, lightweight and produced a fast car , but was also considered a little noisy. Construction favoured the patented Superleggra (super light) method used by Touring, involving building a body support matrix of wire-tied tubular or lightweight metal rod frames on which to mount the body panels. In the detail, however, it did not meet the standards of construction set by the Bristol Aeroplane Company. However the benefits of the lightweight construction method was not dismissed by the Bristol evaluators and the Touring Superleggra method was refined to a more sophisticated though more expensive level, by use of cruciform joints rather than the crossover of wire tied metal rods. thus forming a stronger support matrix, on to which the body shaped skin panels could be jig mounted and then and then welded together. Another Bristol modification was to cover the matrix with sound muffling materials, prior to fitting the outer panels. Further insuulation with the likes of Wilton carpets and Bristols wind cheating body shape, made the Touring Superleggra the chosen developement of the 401. The car was debuted at the 1949 Geneva Motorshow
Diolch yn fawr am 73,075,223 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 73,075,223 amazing views, enjoy and stay safe
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-264
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1Q06 0856 Heaton-Cambridge.
Plenty going on in the works with various London Midland Class 321s being converted to Class 320s for Scotrail. A rake of VTEC MkIV stock is visible plus a First Great Western Class 150. The spare First Great Eastern Class 321 bodyshell in the 'Barbie' livery which was never carried by the class, also a very dilapidated looking 47703 is present as works shunter.
2H86 Leeds Carlisle. Class 158 Express in Northern Rail livery heads north on the S+C on a glorious summers day. The British Rail Class 158 Express Sprinter is a diesel multiple-unit passenger train (or DMU), built for British Rail between 1989 and 1992 by British Rail Engineering Limited (BREL) at its Derby Litchurch Lane Works. They were built to replace many locomotive-hauled trains, and allowed cascading of existing Sprinter units to replace elderly 'heritage' DMUs. The Class 158 is a two or three car diesel unit designed for regional express units. The bodyshells are aluminium with doors at each end of the passenger saloon. Each vehicle is fitted with a diesel engine supplied by Cummins or Perkins, powering a Voith hydraulic transmission driving both axles on the inner bogie. The engines were rated at 350 hp (260 kW) or 400 hp (300 kW) depending on the batch. Maximum speed is 90 mph (145 km/h). Most units were built with two coaches, but a batch of units contained an additional centre car for the busy Transpennine Route. Each vehicle is fitted with a BSI autocoupler at both ends, however only the cab ends have automatic electrical connecters. This allowed three car sets to be formed by inserting an additional driving car into a set with an adaptor for two different gangway sizes. Most units were built with standard class accommodation only, some Scottish based sets were fitted with a small first class section in one vehicle. Other sets were later retrofitted with first class accommodation. The passenger saloons are air conditioned, a first for regional trains in the UK. Toilets were fitted to both vehicles, one was wheelchair accessible (as defined at the time of construction) and one standard. A wheelchair space was provided in the passenger section closest to the accessible toilet. Luggage racks were fitted at each end of the saloon, with one able to be locked for mail and parcels.
Buick Riviera (1st Gen) 2 door Hardtop (1963-65) Engine 401 cu in (6600cc) V8 Nailhead
Production 112,224 (1st Gen.)
Registration Number AUJ 206 A (Shropshire)
BUICK ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623635632257
The Riviers name had been used bu Buick from 1949, as a designation for the new two-door pillarless hardtop. From 1951 to 1953 the Riviera designation was given to the existing long-wheelbase versions of the four-door Buick Roadmaster. The last usage of the term Riviera to describe a luxury trim level was 1963, as the formal designation of the #4829 Electra 225 Riviera four-door hardtop'
In 1963 the Buick Riviera became a fully fledged model introduced on October 4, 1962, as a 1963 model, and desigbed by Bill Mitchell, its bodyshell was unique to the marque, which was unusual for any GM product, employing a Coke-Bottle style with a tapered midsection surrounded by flaring fenders and it had no trace of the Sweepspear belt line of earlier Buicks with the Riviera package,. Powered by engines of 401 cu in (6.57 L) or 425 cu in (6.96 l), driving through a unique continuously variable design twin turbine automatic transmission. Power brakes were standard, using Buick's massive "Al-Fin" (aluminum finned) drums of 12 in with power steering as standard. Base price was $4,333 running to $ 5000 plus with all the options.
Minimal trim and mechanical changes were made for 1964, a stylised R emblem replaced a trademark that would continue throughout the remainder of Riviera's 36-year production run. Engines were upgraded with the 401 dropped in favour of a 425
In 1965 the 401 cu in (6.6 l) V8 returned as the standard engine, and the "Gran Sport" version made its debut, powered by the Super Wildcat V8. Externally, the headlamps, now vertically arranged, were hidden behind clamshell doors in the leading edges of each fender, as had been in the original design. The non-functional side scoops between the doors and rear wheel arches were removed, and the taillights moved from the body into the rear bumper
Thankyou for a massive 58,846,964 views
Diolch am 58,846,964 gwych, golygfeydd, mwy na phoblogaeth y Lloegr honno yn y Gorllewin
Shot 21.05.2017 at Chiltern Hills Classic Sar Show, Weedon Hill, Aylesbury REF 126-065