View allAll Photos Tagged Bodyshell
With its duties over for the day, Mobile Track Assessment two-car Class 150 Sprinter DB999601 & DB999600 was stabled for the night in Dock Street Sidings at Preston on September 9th 1990. The unit was built at BREL York using the Class 150/1 series bodyshell in 1987. It has since been painted in Network Rail yellow livery and given the set number 950001.
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.
A nocturnal scene at London Victoria on the evening of October 21st 1979, with Class 411 4-CEP 7151 at the rear of a newly-arrived Kent Coast service. 7151 was a 'Phase 1' unit that had been built at Eastleigh in 1959. The first of the 135 four-car units utilising the BR Mk.I bodyshell had been completed at Eastleigh in 1956, with last batch of 'Phase 2' units (7205-7211) being finished in 1963. In BR days, prior to privatisation the CEP's were synonomous with the route from Victoria to the Kent Coast. The fleet was refurbished/reformed/renumbered in later years and the last units were finally withdrawn from service in 2005.
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.
Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6
Registration Number 911 XGP (Personalised number, first allocated for Greater London)
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The 993 designation is the companies internal name for this generation 911. The external design of the Porsche 993, penned by Englishman Toni Hatter, used the basic bodyshell architecture of the 964, but with changed external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels.
The Carrera represented the "base model" of the 993, and was available in rear and all-wheel drive versions. It was equipped with the naturally aspirated 3.6 liter M64 engine, further developed from the 964 and combined with a new dual-flow exhaust system now incorporating two catalytic converters. In contrast to the 964 were the numbers Carrera 2 or 4 were used to differentiate between two and four wheel the numbers have been dropped and the models are simply referred to as C2 and C4.the cars can be distinguished by the Carrera 4 having clear front turn signals and rear red lenses instead of orange on the 2W
Thankyou for a massive 55,057,056 views
Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-274
Haldane 3000HD (1988-94) Engine 1993cc S4 OHC Ford Pinto
Registration Number Q 25 TDS (Undefined age registration, issued from Glasgow)
HALDANE ALBUM
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John Haldane launched Haldane Developements Ltd. in Glasgow in 1988 to produce automobiles and kits. In 1993 Brian Harrison and Alisdair Scott took over production until 1994. From 1994 Pilgrim cars took over production, retaining the Haldane name but moved the facilities from Glasgow to Henfield in West Sussex. Production finally ended in 2008 after around 136 vehicles had been produced.
The first model was the HD100 a model based on the Austin Healey 100, with a fibreglass body mounted on a chassis developed in house. The four cylinder engine came from the Vauxhall Chevette. From 1993 a revised chassis was released to accommodate Ford engines. Around 100 examples were built between 1988-1994.
In 1991 a second model, the HD3000 complemented the range, modeled on the Austin Healey 3000 it otherwise corresponded with the HD100 around 36 were built by 2008
This Austin Healey replica was built by Haldane before the Scottish company ceased trading. The rights are now with Pilgrim who are planning to return the car to production.
Styled on similar lines as the classic Austin Healey the car has a composite (GRP) monocoque bodyshell, powered by a modern engine with Ford Sierra suspension and a robust backbone chassis and Geoscan designed suspension. It will be supplied either as a kit priced between £13,900 to £16,900 dependant upon specification or factory built for £18,000 for one with used components to £ 27,000 for a top specification factory built car with new components.
Diolch am 77,976,492 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 77,976,492 amazing views, every one is greatly appreciated.
Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1262
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
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).
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
1970 FIAT 500 L.
Anglia Car Auctions, King's Lynn -
"V5 Present
MoT Exempt
Chassis number: 2645584
"Finished in a very period shade of, we believe, Giallo Positano, this 500L (with the 'L' standing for 'Lusso' meaning 'Luxury') is described by the vendor as having a 'very solid bodyshell'. The sunroof has been rebuilt and new front brakes and wheel bearings have recently been fitted. The engine has been swapped for a spare unit, but the original one comes with the car, although it needs reconditioning. It was also noted during our test drive of the car that it jumped out of first gear.
"The vendor has owned the car, which was registered in December 1970 and currently shows 22,638 miles on its odometer, since he was at school and has worked on it gradually over several years. However, he does report that, at 6ft 3in tall, comfort can be a problem.
"The history folder includes the current V5C document showing four registered former keepers, plus some previous V5C documents. There's some assorted invoices from 2015 to 2021 (including the one for the new black mohair sunroof costing £90) and a collection of photos. The MoT certificates date from 2015 to 2018, with the last one expiring in June 2019. A workshop manual is also included."
Sold for £4968 (including premium) on an estimate of £3000 to £4000.
Rolls Royce Silver Seraph (1998-02) Engine 5379cc M73TUB54 V12
Production 1570
Registration Numner 191 KM
ROLLS ROYCE SET
www.flickr.com/photos/45676495@N05/sets/72157623690651737...
Designed by Steve Harper under Graham Hull Rolls-Royce Silver Seraph was unveiled at the 1998 Geneva Motorshow, replacing the Silver Spirit, in the Rolls Royce line up. The car had been developed alongside its Bentley stablemate, the Bentley Arnage which aside from badges and wheels, was externally identical, with both models sharing the same platform and bodyshell. It was powered by the BMW M73 engine, a 5.4L aluminium alloy V12 engine coupled to a 5-speed automatic transmission, making it the first twelve-cylinder Rolls-Royce since the 1939 Phantom III. Mechanically the Bentley differed, powered by twin turbocharged V8 of its own design and firmer suspension. The Seraph was known for its relatively limited acceleration and comfortable handling but still had a top speed of 140mph. All Seraphs were hand-built at the Rolls-Royce factory in Crewe, England. The car had a base price of £155,175.
Silver Seraph production was discontinued in 2002 when the licence to use the Rolls-Royce marque was sold to BMW
Diolch am 73,659,256 o olygfeydd anhygoel, mae pawb yn cael eu gwerthfawrogi'n fawr, Gan ddymuno Blwyddyn Newydd Dda i bawb
Thanks for 73,659,256 amazing views, everyone is very much appreciated, Happy New Year everyone
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-444
Rolls Royce Silver Seraph (1998-02) Engine 5379cc M73TUB54 V12
Production 1570
Registration Numner D 116 FMS
ROLLS ROYCE SET
www.flickr.com/photos/45676495@N05/sets/72157623690651737...
Designed by Steve Harper under Graham Hull Rolls-Royce Silver Seraph was unveiled at the 1998 Geneva Motorshow, replacing the Silver Spirit, in the Rolls Royce line up. The car had been developed alongside its Bentley stablemate, the Bentley Arnage which aside from badges and wheels, was externally identical, with both models sharing the same platform and bodyshell. It was powered by the BMW M73 engine, a 5.4L aluminium alloy V12 engine coupled to a 5-speed automatic transmission, making it the first twelve-cylinder Rolls-Royce since the 1939 Phantom III. Mechanically the Bentley differed, powered by twin turbocharged V8 of its own design and firmer suspension. The Seraph was known for its relatively limited acceleration and comfortable handling but still had a top speed of 140mph. All Seraphs were hand-built at the Rolls-Royce factory in Crewe, England. The car had a base price of £155,175.
Silver Seraph production was discontinued in 2002 when the licence to use the Rolls-Royce marque was sold to BMW
Diolch am 73,659,256 o olygfeydd anhygoel, mae pawb yn cael eu gwerthfawrogi'n fawr, Gan ddymuno Blwyddyn Newydd Dda i bawb
Thanks for 73,659,256 amazing views, everyone is very much appreciated, Happy New Year everyone
Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-445
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
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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
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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Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number OJH 717 D (Hertfordshire)
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1557cc
Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc engine together with an Elan close ratio gearbox, he rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.
Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities
To homologate the car for Group 2, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs.
Diolch am olygfa anhygoel, 63,630,942 oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 63,630,942 views
Shot 01.01.2018 at Brooklands, Weybridge, Surrey Ref 132-119
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
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.
A study in the design evolution of NIR railcars - essentially the same "under the skin" with an English Electric 550/560hp 4SRKT engine, the 80s were 70s with an updated bodyshell. NIR got some 20 years service from the 70s - but almost 40 from the 80s!
80-class 84 is at rear of the 14.05 Central - Londonderry while 70-class 74 heads the 14.55 Londonderry - Central.
All photographs are my copyright and must not be used without permission. Unauthorised use will result in my invoicing you £1,500 per photograph and, if necessary, taking legal action for recovery.
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 lbâ‹…ft (159 Nâ‹…m) of torque at 3000 rpm.
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
.
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!
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.
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.
This wonderful 1/4 scale Morris ADO16 car body shell, was skilfully built by 'British Motor Corporation' apprentices in 1961.
The ADO16 (Amalgamated Drawing Office project number 16) was a car designed by Alec Issigonis, and became to be better known Austin/Morris 1100.
Launched in 1962, the 1100 became instantly popular with the public, becoming Britain's best-selling car from 1963 to 1966, and from 1968 to 1971. Offered in various models and specifications, the car was long-lived, selling some 2.1 million units between 1962 and 1974. More than half of those sold were for the British home market.
Production ended in 1974, the car being replaced British Leyland built Morris Marina and Austin Allegro.
The model can be viewed at the British Motor Museum at Gaydon in Warwickshire.
Information care of Wiki.
Ford Thames 300E Van (1954-61) Engine 1172cc S4 SV Production 196885 (comprising 139,267 5 cwt, 10,056 Standard 7 cwt and 47,562 Deluxe 7 cwt units.)
Registration Number WAC 787 (Warwickshire)
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The 300E was introduced in 1954, based on the Ford Anglia and Prefect 100E saloon cars. It shared its bodyshell and 1172 cc sidevalve four-cylinder engine with the estate car versions of the line with shorter doors and a smaller overall length than thw Saloon. Initially only produced with a 5cwt (250kg) carrying capacity, the range was increased with the addition of Standard and Deluxe 7cwt (350kg) variants. All three offered the same 66-cubic-foot (1.9 m3) load volume.
Diolch am 75,674,273 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 75,674,273 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-408
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
Chevrolet Impala (2nd Gen) 4 door Sports Hardtop (1959-60) Engine 235 cu in (3860cc) S6 Blue Flame
Registration Number not visable
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
As part of a GM economy move the 1959 Chevrolet Impala was redesigned to share bodyshells with lower-end Buicks and Oldsmobiles, and Pontiacs. Using a new X-frame chassis the roof line was 3 inches lower, bodies were 2 inches wider, the wheelbase was 1-1/2 inches longer, and curb weight increased. Flattened tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide, nonfunctional front air intake scoops were added just above the grille,
he 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 (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW)
The second series Impala 1959-60 now available in five different body styles two and four door hardtops, a two door convertable, a four door sedan and a two door coupe. 1959 was the only model year that the Impala appeared without the trademark six tail lights instead using large teardrop style lights .
Diolch yn fawr am 66,296,805 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 66,296,805 amazing views, enjoy and stay safe
Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-072
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.
W111
Zoute Sale - Bonhams
Estimated : € 75.000 - 100.000
Sold for € 83.375
Zoute Grand Prix 2022
Knokke - Zoute
België - Belgium
October 2022
'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz sedan but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.
The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.
The new V8 engine had particularly smooth-running characteristics and endowed the 280 SEs with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.
Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much-admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury and reliability. Today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.
Most elegantly finished in the original colour combination of beige grey (beigegrau) with bamboo (bambus) coloured leather interior, this beautifully presented Mercedes-Benz incorporates a host of desirable options including a Becker Grand Prix radio; central armrests front and rear; heated rear screen; additional spotlights; automatic transmission; electric sliding sunroof; and electric windows.
As per the Mercedes-Benz data card (copy on file), the car was sold new via the Munich based dealer (code 226) but its first custodian was a medical doctor based in Vienna. The doctor owned the Mercedes from new until 1989 when the car was sold to its second Austrian owner, who would keep it until 2012 (copies of Austrian registration documents are on file). In 2012 the car was sold via a German dealer to its first German owner, who in turn sold it to the current vendor, a very well-respected collector of fine cars based in Munich. Clearly this car has been looked after all its life, and recent expenditure includes the following:
• 2017: comprehensive service by Mercedes-Benz in Munich including a comprehensive brake service; repair of the power-assisted steering; cooling circuit overhaul; installing new engine mounts; check and repair of heating and ventilation system, etc for a total of €14,600
• 2018: overhaul of the automatic gearbox and further smaller repairs, again at Mercedes-Benz Munich €5,530
• 2018: installing safety belts at CarTech Knowledge, Ismaning near Munich €2,000
• 2020: dry ice blasting and repair of some rust on wheel arches including paint, again at CarTech €5,150
• 2021: service with some minor repairs at CarTech €3,050
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.
Triumph GT6 Mk2 (1968-70) Engine 1998c S6 OHV
Production 12,066
Registration Number RUT 513 G (Leicestershire)
TRIUMPH SET
www.flickr.com/photos/45676495@N05/sets/72157623847263736...
Introduced in 1966 the first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. The new body was a sleek fastback design with an opening rear hatch, In essence a two seater but with 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 hp (71 kW) with a top speed pf 106mph
The Mk.II GT6 was launched in 1978 using a 104bhp version of the six cylinder engine, with optional overdrive as available on the Mk.1. Now fitted with lower wishbone independant rear suspension. The Mk.2 also got a new facia, better ventilation for both engine bay and cockpit and Rostyle wheels, though wires were a popular option. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform with new regulations ecessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds Performance improved slightly to 107 mph
The third generation of 1970 was the GT6s last major facelift the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end,and the deletion of the chrome stripes on top of the wings . Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper "swing-spring" layout fitted to the Spitfire Mk IV. Engine output was simular to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph
Diolch yn fawr am 72,813,981 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 72,813,981 amazing views, enjoy and stay safe
Shot 05.05.2019 at Catton Park Classic Car Show Ref 141-182
Ultimate Cup Series
Car: LEGEND CAR
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: GRAND Alain
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
Being cut up in the yard at Crewe is the bodyshell of Class40 40039 it had been withdrawn in January 1976 its now August 76 and the loco is well on its way to oblivion by the end of the week it will be just a pile of scrap/ 15/08/1976.
image Kevin Connolly - All rights reserved so please do no use this without my explicit permission
On a wet Sunday afternoon, Class 310 093 was stabled alongside 312201 in one of the bay platforms at Rugby station on May 17th 1981.
The 50 stylish four-car AM10 (Class 310) EMU's were built at Derby between 1965-1967 and were the first EMU's to utilise the BR Mk.2 bodyshell. They were synonymous with the southern end of the WCML and its massive late 1960's upgrade which also included a new Euston Station. Eventually superseded by new Class 321's & some Class 317's, the 310's were transferred to the London Tilbury & Southend Line in the late 1980's and in turn were replaced as new Class 357s came on stream between 2000-2002. Unfortunately all the 310's were subsequently scrapped.
From Wikipedia:
"Jaguar 420 and Daimler Sovereign (1966–1969)
From Wikipedia, the free encyclopedia
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Jaguar 420 and Daimler Sovereign
(1966–69)
Jag 420 Daimler Sov.jpg
1968 Jaguar 420 (left) and 1967 Daimler Sovereign (right)
Overview
ManufacturerJaguar Cars
Production1966–1968
Jaguar 420: 10,236
1966–1969
Daimler Sovereign: 5,824
Body and chassis
ClassSports saloon
Body style4-door notchback saloon
LayoutFR layout
RelatedJaguar Mark 2
Jaguar Mark X
Powertrain
Engine4.2 L XK I6
Transmission4-speed manual (Jag only); 4-speed manual/overdrive; or 3-speed automatic options available
Dimensions
Wheelbase2,727 mm (107.4 in)
Length4,762 mm (187.5 in)
Width1,702 mm (67.0 in)
Height1,429 mm (56.3 in)
Curb weight1,676 kg (3,695 lb)
Chronology
PredecessorJaguar S-Type
SuccessorJaguar XJ6
The Jaguar 420 (pronounced "four-twenty") and its Daimler Sovereign equivalent were introduced at the October 1966 London Motor Show and produced for two years as the ultimate expression of a series of "compact sporting saloons" offered by Jaguar throughout that decade, all of which shared the same wheelbase. Developed from the Jaguar S-Type, the 420 cost around £200 more than that model and effectively ended buyer interest in it, although the S-Type continued to be sold alongside the 420/Sovereign until both were supplanted by the Jaguar XJ6 late in 1968.[1]
Contents
1Pedigree
2Design
2.1Styling
2.2Interior
2.3Engine
2.4Mechanical
3Performance
4Daimler
5Differentiation
6Demise
7Scale models
8Specifications
9External links
10Further reading
11References
Pedigree
The 420/Sovereign traces its origins back to the Jaguar Mark 2, which was introduced in 1959 and sold through most of the 1960s. The Mark 2 had a live rear axle and was powered by the XK six-cylinder engine first used in the Jaguar XK120 of 1948. The Mark 2 was available in 2.4, 3.4 and 3.8-litre engine capacities.
In 1961 Jaguar launched two new models with the triple SU carburettor version of the 3.8-litre XK engine and independent rear suspension: the Mark X (pronounced "mark ten") saloon and the E-Type sports car. Both cars used versions of the Jaguar independent rear suspension system, the Mark X having a 58-inch (1,500 mm) track and the E-Type a 50-inch (1,300 mm) track. In 1965 the Mark X and E-Type were updated with a new 4.2-litre version of the XK engine, still using triple carburettors.
In 1963 Jaguar introduced the Jaguar S-Type as a development of the Mark 2. It used a new intermediate-width, 54-inch (1,400 mm) version of the independent rear suspension in place of the live rear axle of the Mark 2. Other differences from the Mark 2 were extended rear bodywork to provide for a larger boot, a changed roofline for more rear seat passenger headroom, a slightly plusher interior and detail differences around the nose. The S-Type was available with either 3.4 or 3.8-litre XK engines (only 3.8-litre in US) but in twin-carburettor form because the triple-carburettor setup would not readily fit into what was essentially still the Mark 2 engine bay.
James Taylor suggests four reasons why Jaguar boss Sir William Lyons might have decided to add yet another model to an already extensive Jaguar range:[2]
sales of the Mark X were disappointing; the car was widely seen as being too big and cumbersome and a smaller car with similar standards of technical sophistication and luxury he thought could be more successful
demands for more luxurious features would add weight to any future models, forcing the drive towards a 4.2-litre-engined compact saloon
a combination of the 4.2-litre engine with the compact saloon body was expected to have market appeal
aesthetic objections to the controversially styled S-Type were known to be harming its sales.
Consequently, Lyons initiated development of a new saloon based on the S-Type, retaining its 54-inch independent rear suspension but adding a twin-carburettor version of the 4.2-litre powerplant and frontal styling more akin to that of the Mark X. The new car was released in August 1966 in the form of two badge-engineered models, the Jaguar 420 and the Daimler Sovereign equivalent.
Design
Styling
Jaguar 420 (side view)
The starting point for design of the 420/Sovereign was the Jaguar S-Type, which had been in production since 1963 but whose styling had never met with universal acceptance.
In styling terms, the 420/Sovereign was essentially an S-Type with that car's curvaceous nose made much more linear, the better to match its rear styling (which was not altered). Contouring around its four lamps was relatively subtle, with small peaks over each, and its flat frontage sloped forward slightly. The square grille with central divider matched that of the 420G, (which was the new name given to the Mark X at the time of the 420/Sovereign's release). The low-set fog lamps of the Mark 2 and S-Type were replaced by a pair of inner headlamps at the same level as the main headlamps. The inner lamps were lit on main beam only.[3] Dummy horn grilles were added below each inner headlamp to break up what would otherwise have been a large expanse of flat metal on either side of the radiator grille. The tops of the front wheel arches were flattened to match the squarer lines of the nose. The slimline bumpers dispensed with the centre dip which had characterised the bumpers of the Mark 2 and S-Type. All this was done to improve the car's aesthetic balance compared with the S-Type and to create a family resemblance to the Mark X/420G, changes which Sir William could not afford (in either time or money) when the S-Type was designed. No attempt was made to give the 420/Sovereign the same front-hinged bonnet as the Mark X/420G and it retained a rear-hinged bonnet of similar dimensions to those of the S-Type and Mark 2.
Interior
Jaguar 420 interior
Changes to the S-Type's interior to create the 420/Sovereign were driven mainly by safety considerations, with the wood cappings on the doors and dashboard replaced with padded Rexine and a wooden garnish rail on the tops of the door linings. The clock was relocated from the tachometer to the centre of the dashboard top rail, where it was powered by its own battery. The S-Type's pull out map tray below the central instrument panel was not carried over although the 420 retained the same central console and under-dash parcel tray. The seats of the 420 were of slightly different proportions from the S-Type, although they appeared very similar.
Engine
The 4.2-litre XK engine of the 420/Sovereign was fitted with the straight port cylinder head and 3/8-inch lift cams. Compression ratios of 7:1, 8:1 and 9:1 could be specified according to local fuel quality, the difference being obtained by varying the crown design of the pistons.[4] The engine was fed by just two carburettors and developed a claimed 245 bhp (183 kW; 248 PS) gross at 5,500 rpm,[5] which was 20 bhp (15 kW; 20 PS) less than the triple-carburettor version in the 420G and E-Type. The maximum torque of the engine at 283 lbâ‹…ft (384 Nâ‹…m) was virtually the same as that of the triple-carburettor version yet was achieved at 3,750 rpm rather than 4,000 rpm.
The factory-quoted horsepower rating of 245 bhp (183 kW; 248 PS) was measured using the SAE (gross) system current in the USA at the time the 420/Sovereign was sold there. The SAE (gross) system excluded many accessory drives and often used non-standard induction and exhaust systems and so was replaced by the more accurate SAE (net) system in 1972, long after the 420/Sovereign had gone out of production. Reference[6] states that the DIN horsepower rating of the 1977 USA specification 4.2-litre Series II XJ6 was equivalent to 180 bhp. The DIN system yields horsepower ratings which, for most technical purposes, are the same as those that would be obtained using the SAE (net) system. However, the 1977 test would have included power-sapping emissions equipment not present on the 420/Sovereign. Therefore, the SAE (net) power rating of the 420/Sovereign must have lain somewhere between 180 bhp and 245 bhp.
Mechanical
Jaguar 420 engine bay
A novel mechanical feature that the 420/Sovereign shared with the 420G was Marles Varamatic power steering,[4] which was offered as an option on the 420 but was standard on the Sovereign. Built by Adwest Engineering Co Ltd of Reading, England, it was a "cam and roller" system in which the non-constant pitch of the cam resulted in a variable steering ratio, with the lowest gearing being at the straight ahead, rising rapidly to either lock. The rise in gearing (equivalent to a drop in ratio from 21.6:1 to 13:1) occurred almost entirely within the first half turn of the steering wheel from the straight-ahead position. The effect was to give very light and relaxed steering at the straight ahead, with quick reaction when cornering. There was no adjustment in the behaviour of the steering in reaction to road speed. A very few of the last S-Types were similarly equipped.
Other mechanical refinements the 420/Sovereign had over the S-Type included:
replacement of the Borg Warner Type 35 automatic transmission with the stronger Model 8
a more efficient cross-flow radiator in place of the S-Type's smaller vertical flow type
a dual-line hydraulic braking system replacing the S-Type's single line system
twin 2-inch HD8 SU carburettors (cf. the S-Type's twin 1.75-inch HD6 SUs)
brake discs featuring a peripheral cast-iron anti-squeal ring
a Holset "Torquatrol" viscous coupled engine cooling fan
negative earthing, the S-Type was positive earth
a pre-engaged starter instead of a Bendix pinion
an alternator rather than the S-Type's dynamo
Performance
Contemporary road tests[5] indicate that the performance of the 420 and Sovereign was very highly thought of.
A Motor (UK) road test in May 1967 reported:
It seems somehow insolent to apply medium [price] standards to a saloon that for a combination of speed, comfort and safety is as good as any in the world, regardless of cost.
A North American perspective was provided by Road & Track, whose December 1967 report concluded:
Jaguar's big seller in the U.S. remains the E-type sports cars, but the 420 sedan offers just as unique a combination of qualities in its own field. For a reasonable basic price of $5900, Jaguar offers brisk performance, outstanding braking, excellent handling and ride, quality finish, and luxury in abundance, all in an automobile that's easy to maneuver in today's maddening traffic.
A road test by Wheels (Australia) in August 1967 enthused:
While they can continue to build and sell cars as good as this, there is hope for the man who cares about his motoring.
In terms of performance measured under test conditions, 0–60 mph in under 10 seconds and a top speed of more than 125 mph (201 km/h) were typical. Such performance figures were superior to those of many of the 4.2-litre XJ6 models that followed.[7] Among the few exceptions the testers took was to its 15–16 mpg average fuel consumption, which even for the late 1960s was rather high. Combined with the modest size of its two 7 Imperial gallon (31.75 litre) fuel tanks, such fuel consumption gave the model a touring range of only around 250 miles (403 km).[5]
Daimler
Daimler Sovereign
Daimler Sovereign engine bay
Whereas the Daimler 2½-litre V8 released in 1962 differed from the Jaguar Mark 2 in having a genuine Daimler engine, only the Sovereign's badging and aspects of interior trim differentiated it from the 420.
The market perception of the two marques Daimler and Jaguar, which the material differences between them sought to foster, was that the Daimler represented luxury motoring for the discerning and more mature gentleman whereas the Jaguar was a sporting saloon aimed at a somewhat younger clientele. In the Daimler model range, the Sovereign filled a gap between the 2½-litre V8 and the larger and more conservatively styled 4½-litre Majestic Major. Prices in the UK of the basic 420 and Sovereign, as quoted in the Motor magazine of October 1966 were:
Manual o/d – Jaguar £1615, Daimler £1724
Automatic – Jaguar £1678, Daimler £1787
In return for the ≈6.5 % difference in price, the Daimler purchaser obtained only a few substantive advantages but would have considered the cachet of the Daimler badge to be well worth the extra money; indeed the Daimler name attracted buyers who disliked the Jaguar's racier image. By the same token, rather than being unable to afford the difference for a Daimler, those who chose the Jaguar are unlikely to have regarded the Daimler as something they would wish to own anyway.
In total, the Daimler differed from the Jaguar in having:
a plastic insert on the rear number plate housing bearing the Daimler name. On the 420 the cast number plate housing bore the Jaguar name and on the Sovereign this remained beneath the plastic "Daimler" insert
wheel trim centres, horn button, oil filler cap and seat belt clasps carrying the stylised D rather than the title Jaguar, a Jaguar’s head ('growler') or no badging at all
ribbed camshaft covers bearing the inscription ‘Daimler’ rather than ‘Jaguar’, (although earlier versions shared the same polished alloy covers)
all of the 420 extras as standard, including a heated rear window, overdrive on manual transmission cars and power assisted steering
a flying D mascot at the forward edge of the bonnet in place of the leaping cat Jaguar mascot ('leaper') above the radiator grille
a fluted radiator grille with stylised D badge in place of the smooth crowned and Jaguar-badged grille
arguably more carefully selected and matched walnut veneer trim
higher grade Vaumol ventilated leather seat centre sections
better quality covers for the sun visors
Differentiation
The larger, Mark X-based Jaguar 420G
Difficulty in differentiating the 420/Sovereign from other Jaguar/Daimler models has meant that they are less well known than other Browns Lane products of the era. Even some Jaguar enthusiasts are unsure exactly where and when the 420/Sovereign fitted into the Jaguar range.
At the same time as the 420 was released, Jaguar added a chrome side strip and side repeater indicator to the Mark X and a centre bar to its grille. Along with alterations to the interior, these changes were used to justify renaming it the 420G ("G" for Grand). The Motor magazine of October 1966 referred to the 420G as "still one of the best looking large cars in the world today" and commented on the similarity of its new radiator grille to that of the 420. Given the similarity between both the names and frontal styling of the 420 and 420G, the casual observer might be forgiven for mistaking one for the other.
Daimler DS420
In 1968 the Daimler DS420 limousine began to be produced, carrying a similarly styled grille to the Sovereign and using the 4.2-litre Jaguar engine in twin carburettor form, and also undergoing final assembly at Jaguar's Browns Lane factory in Coventry, England. Although this car was based on a modified 420G floorpan rather than that of the 420, the existence of a third Jaguar-manufactured model with "420" in its name provides further scope for confusion.
Similar confusion arises with regard to the Daimler Sovereign. From late 1969 its Series I Jaguar XJ6-based successor continued with the Daimler Sovereign name until 1983, when the "Sovereign" model name was instead applied to the high-specification version of the Jaguar (which by then was into its Series III XJ6 iteration).
Demise
In 1967, its first full year of production, the 420/Sovereign easily outsold the other Jaguar saloon models still in production (the 240 and 340 Jaguar Mark 2s, Daimler 250 V8, Jaguar S-Type and 420G) and effectively ended buyer interest in the S-Type.[2] Nevertheless, relatively few were made in total due to the fact that the Coventry factory stopped making the Jaguar 420 in 1968, just over two years after production began and with just 10,236 produced. The Daimler Sovereign continued into 1969 and 5,824 were sold.
In 1968, 420/Sovereign sales were again well in excess of those of the S-Type and 420G but it was outsold by the resurgent Jaguar Mark 2/Daimler 250. By this time, many potential 420/Sovereign buyers were hanging back to wait for the new Jaguar XJ6. Introduced late in 1968, the XJ6 was slightly larger than the 420 and swept it from the Jaguar range along with the Mark 2 and S-Type, although the Daimler 250 remained in production into 1969 and the 420G lasted until 1970.
The decision by Sir William Lyons to base the Jaguar XJ6 on the engine, suspension and approximate dimensions of the 420/Sovereign showed his faith in the 420/Sovereign formula as the best way to rationalise the company's saloon car range. In that way, the 420/Sovereign became a victim of its own success.
The Jaguar 420 ceased production at Browns Lane in September 1968 and the Daimler Sovereign in July 1969, although CKD ("completely knocked down") Jaguar 420 kits were supplied as late as November 1968 for assembly by Jaguar Cars South Africa Ltd.
Scale models
As yet, no diecast model of either the 420 or Sovereign has been produced.
Airfix produced a 1/32 scale plastic kit of the 420 during the car's production run in 1968, which was reissued in 2021.
MPC models released the Airfix 1/32 scale plastic kit of the 420 during the 1960s / early 1970's, kit No. 1006-100
Neo Scale Models currently produce a 1:43 resin moulded model of the 420 and also a Sovereign version.
Specifications
EngineJaguar 6-cylinder in line, iron block, alloy head
Capacity4,235 cc (258.4 cu in)
Bore/Stroke92.07 mm × 106 mm (3.6 in × 4.2 in)
ValvesDOHC, 2 valves per cylinder
Compression Ratio8:1 (7:1 and 9:1 optional)
Max. Power245 bhp (183 kW; 248 PS) (SAE Gross) @ 5,500 rpm
Max. Torque283 lbâ‹…ft (384 Nâ‹…m) @ 3,750 rpm
CarburettorsTwin SU HD8 (2 in)
SuspensionFront independent, with wishbones, coil springs with telescopic dampers and anti-roll bar
Rear independent, with lower wishbone and driveshaft as upper link, radius arms and twin coil springs with telescopic dampers
SteeringRecirculating ball, worm and nut; Varamatic power assistance optional on Jaguar (standard on Daimler)
BrakesServo assisted discs on all four wheels, inboard at rear
Body/ChassisMonocoque bodyshell with bolted front subframe, five-seater saloon, front engine, rear-wheel drive
Tyres/Wheels6.40 × 15 crossply or 185 × 15 radial, 5.5 in rim, five-stud disc wheels with wire spoke optional
TrackFront=1,410 mm (56 in) Rear=1,384 mm (54 in)
Weight (dry)1695 kg
External links
Wikimedia Commons has media related to Jaguar 420.
Wikimedia Commons has media related to Daimler Sovereign.
Further reading
Ball, Kenneth. Jaguar S Type, 420 1963–68 Autobook, Autopress ISBN 0-85147-113-7
Harvey, Chris. Great Marques – Jaguar, Octopus Books ISBN 0-7064-1687-2
References
Thorley, Nigel. Jaguar – All the Cars, Haynes, ISBN 978-1-84425-693-8
Taylor, James. Jaguar S Type and 420 – The Complete Story, Crowood, ISBN 1-85223-989-1
Jaguar '420 Operating, Maintenance and Service Handbook, Jaguar Cars Limited, Publication No. 137/1
Jaguar 420 Service Manual, Jaguar Cars Limited ISBN 1-85520-171-2
Jaguar S Type & 420 – 'Road Test' Limited Edition, Brooklands Books ISBN 1-85520-345-6
Daniels, Jeff. Jaguar – The Engineering Story, Haynes Publishing ISBN 1-84425-030-X
Stertkamp, Heiner. Jaguar – The Complete Story, Motorbooks, ISBN 978-0-7603-3447-8"
Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012
Registration Number CLN 149 B (London)
FORD UK SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1557cc
Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc engine together with an Elan close ratio gearbox, he rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.
Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities
To homologate the car for Group 2, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs.
Thankyou for a massive 55,606,312 views
Shot 17.07.2016 at Shelsey Walsh Classic Nostalgia Meeting, Worcestershire REF 121-485
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).
Ultimate Cup Series
Car: LEGEND CAR
Powered by Yamaha 1200/1250cc - Horsepower 122 HP
Drivers: SONNTAG Maxime
The race car bodyshells are 5/8-scale replicas of American automobiles from the 1930s and 1940s
25011 stabled at Ayr MPD, 27th March 1976.
Locomotive History
25011 is one of a batch of twenty five locomotives of sub class 25/0 which were a transition between the 75mph, 1160hp class 24 and the 90mph, 1250hp class 25/1. These 25 locomotives received the uprated 6LDA28B Sulzer engine giving 1250hp but were fitted with the same traction motors and used an almost unchanged bodyshell as the latter class 24’s. As the class 25/0’s were intended for freight traffic none were equipped with steam heating boilers. All this sub class were built at Darlington works and 25011 entered traffic as D5161 in August 1961 and like the rest of the sub class it was delivered to Thornaby MPD. It was to spend the next ten years on predominantly Teeside freight duties until transferred to Eastfield in October 1971. In May 1974 it transferred across to Haymarket and in February 1975 it was one of four class 25/0 (25006/07/08/11) transferred to the Eastern Region (Tinsley) in exchange for four steam heating boiler fitted class 25/1’s (25026/33/34/35) transferred to Haymarket. Tinsley was now briefly the home depot for all of the 25/0 sub class until August 1975 when a reshuffling of motive power took place to deal with the mass withdrawals of the class 24 fleet and as part of this reshuffle 25005-25014 were transferred back to Scotland (Eastfield). In October 1976 25011 was transferred to Haymarket its final transfer. Withdrawal of the class 25/0 sub class commenced in December 1975 with 25015 so it was with some surprise that in August 1978 25011 made a visit to Derby works for a casual repair. Even more surprising was that on release it was allocated to a number of workings which took it initially to Bristol and then on to Exeter and finally Paignton before heading back home to Scotland. The end for the class 25/0 fleet came in December 1980 when the last six (25002/05/06/07/10/11) were withdrawn. Following withdrawal 25011 was dumped at Millerhill until towed to Swindon works where it was broken up in March 1981.
Praktica LTL, Orwochrome UT18
A stroke of luck saw this numerical pairing at Eastfield.
40173 was by this time withdrawn and engine less, beyond that there was nothing else removed from it and with Eastfield also being one of the Scottish Region Diesel Training schools there was plans to convert it to a mobile training school and drag it to other locations as part of this plan. Needless to say it was ambitious, but so where many ideas in the Chris Green motivated ScotRail era, many being a success.
40173 was eventually hauled to Perth of all places and the bodyshell grounded and eventually cut up.