View allAll Photos Tagged Bodyshell
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
Ford Cortina Mk.V 2.0S (1979-82) Engine 1593cc Pinto S4
Registration Number RRR 262 X (Nottingham)
FORD UK SET www.flickr.com/photos/45676495@N05/sets/72157623665118181
The Mark V was announced on 24 August 1979. A large update on the Mark IV, it was really a step between a facelift and a rebody. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.
Improvements were also made to the engine range, with slight improvements to both fuel economy and power output compared to the Mk.IV, Ford also claimed improved corrosion protection.
The estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.
Variants included the Base, L, GL, and Ghia (all available in saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets).
S package
The replacement for the previous Mark IV S models was an S package of optional extras, which was available as an upgrade on most Mark V models from L trim level upwards. For the final model year of 1982, this consisted of front and rear bumper overriders, sports driving lamps, an S badge on the boot, tachometer, four-spoke steering wheel, revised suspension settings, front gas shock absorbers, Sports gear-lever knob, Sports road wheels, and fishnet Recaro sports seats (optional). Various special editions were announced, including the Calypso and Carousel.
Diolch am 84,302,625 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.
Thanks for 84,302,625 amazing views, every one is greatly appreciated.
Shot 01.08-2021 exiting the Silverstone Festival 01.08.2021 Ref 149-154
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
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
It seems familiar, but I am not able to find what make and type this is.
@Curioseum Willingen
@Ascension weekend Traction Avant Nederland 2022
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.
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
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.
Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419
Registration Number TJA 624 R (Manchester)
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.
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 97,370,631 o olygfeydd anhygoel, mae pob un yn cael ei werthfawr706'n fawr.
Thanks for 97,370,631 amazing views, every one is greatly appreciated.
Shot 21.08.2022, at Lupin Farm, Kings Bromley, Staffordshire REF 163-173
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.
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
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.
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!
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.
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
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.
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
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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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
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.
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
Humber Hawk (1957-67) Engine 2267cc S6 OHV Production 15539 all series, (6813 series 1A)
Registration Number 1932 TR (Southampton)
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
The 1957 Hawk had a completely new body with unitary construction which it would go on to share with the 1958 Humber Super Snipe. This was the biggest bodyshell for a saloon/estate car built in Great Britain at the time. The 2267 cc engine was carried over, though with modifications to the distributor mounting, and other details; and an automatic transmission, the Borg Warner D.G. model, was now available. The body was styled in Rootes' own studios and featured more glass than previous models, with wrap-around front windscreen, which gave it a considerable resemblance to a 1955 Chevrolet.
There were several revisions during the car's life, each resulting in a new Series number.
The 1959 Series 1A had changed gear ratios and minor trim changes.
The Series II launched in October 1960 had disc front brakes, servo-assisted. The automatic option was no longer available on the home market.
The Series III of September 1962 had a larger fuel tank and bigger rear window. The export model automatic option was also dropped.
More significant changes came with the October 1964 Series IV. The roof was made flatter, the rear window smaller and an extra side window fitted behind the rear doors. Synchromesh was fitted to bottom gear. An anti-roll bar was fitted at the rear.
The final Series IVA of 1965 saw the automatic option re-introduced, this time being the Borg Warner Model 35.
Diolch am 75,788,866 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 75,788,866 amazing views, every one is greatly appreciated.
Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-455
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.
Chassis n° 4609606
Coachwork by Henri Chapron
- Open headlight version with desirable green LHM hydraulic fluid
- Matching numbers (chassis, body, engine)
- Comprehensively restored to concours condition 1990-1993
- Registered in the UK
Bonhams : The Zoute Sale
Important Collectors' Motor Cars
The Zoute Grand Prix Gallery
Estimated : € 180.000 - 220.000
Withdrawn
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.
The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until recently in top-of-the-range models.
In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.
First registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory before it was purchased by our vendor from the Zoute Sale in 2019.
In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in period. It is believed that during the restoration the front of the car was modified from the twin headlamp configuration to the arguably more attractive single 'Frogeye' version. Today, this DS remains in outstanding condition; fastidiously maintained, it is reported to run and drive superbly. Restoration bills are on file. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed. The car is currently registered in the United Kingdom and is being offered with a V5C registration document.
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
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 163-022
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
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
In early 1963 Giovanni Michelotti was commissioned by Standard-Triumph to design a GT version of their recently introduced Spitfire 4 (also designed by Michelotti). An unmodified Spitfire 4 was delivered to Michelotti's design studios in Italy and late in 1963 the prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but the extra weight of the GT bodyshell resulted in extremely poor performance from the Spitfire's 1,147 cc (70 cu in) Standard SC engine, and plans for producing the Spitfire GT4 were shelved.
Michelotti's fastback design for the Spitfire GT4 prototype was adopted by the Triumph racing programme for the 1964 season, as it was deemed to provide an aerodynamic benefit over the standard Spitfire body shape. Fibreglass copies of the Spitfire GT4's fastback were grafted on to the race-modified Spitfires destined for competition. The Spitfire racing programme was successful, and in 1965 resulted in 13th overall and a 1st in class at the prestigious 24 Hours of Le Mans (beating their main rivals, the MG Midgets).
To overcome the lack of performance inherent in the heavier body style the Spitfire's 4-cylinder engine was replaced with the more powerful 2-litre (1998 cc) Triumph inline 6 originally derived from the SC and then in use in the Triumph Vitesse (which shared a similar chassis with the Spitfire and Triumph Herald). The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the "Spitfire" prefix) to emphasise its GT styling and its 6-cylinder engine.
The new car was introduced in 1966 and called the Triumph GT6. The new body was a sleek fastback design with an opening rear hatch, earning the GT6 the nickname of poor man's E-Type. It was really a 2-seater, but a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2-litre, tuned to develop 95 bhp (71 kW) at 5000 rpm, and produced 117 lb⋅ft (159 N⋅m) of torque at 3000 rpm.
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).
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.
1950 Dodge Coronet 3.8 litre.
The Dodge Coronet is an automobile that was marketed by Dodge in seven generations, and shared nameplates with the same bodyshell with varying levels of equipment installed. Introduced as a full-size car in 1949, it was the division's highest trim line and moved to the lowest level starting in 1955 through 1959.
Production 1949–1952
Assembly
Hamtramck Assembly, Hamtramck, Michigan
Evansville Assembly, Evansville, Indiana
Los Angeles Assembly, Maywood, California
San Leandro Assembly, San Leandro, California
Canada: Windsor Assembly, Windsor,
Body styles, 2-door coupe, 2-door roadster/Sportabout, 2-door hardtop, 2-door business coupe, 4-door sedan. 4-door limousine (8 passenger). 4-door station wagon
Related Chrysler Windsor, DeSoto Custom, Plymouth De Luxe
(Canadian Market only), Dodge Regent
Engine 230 cu in (3.8 L) Dodge Straight 6
Transmission 2-speed automatic. 3-speed manual, "Gyromatic or Fluid drive"
Dimensions
Wheelbase 115 in (2,921 mm), 123.5 in (3,137 mm)
Length, 203.6 in (5,171 mm) (1949), 202.8 in (5,151 mm) (1950)
195 in (4,953 mm) (1949–50), 199+7⁄8 in (5,077 mm) (1951–52)
Width 73 in (1,854 mm) (1949–52), 74 in (1,880 mm)
Height 63+1⁄2 in (1,613 mm)
Jaguar F type Project 7 (2016) Engine 5000cc Supercharged V8
Production 250 limited maximum
Registration Number VK 15 MZJ
JAGUAR SET
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
The Project 7 is based on the F-Type Convertible, and is powered by a 5.0-litre supercharged V8 engine, generating a maximum power output of 575 PS (423 kW). With production limited to 250 the car was considered Jaguars most powerful ever production car, alongside the simularly powered F-Type SVR.
Its bodyshell is of aluminium, visually it features an 'Aero Haunch' behind the driver, similar to 1950s D-Type, a quad exhaust and a fixed rear spoiler. The project 7 has a claimed 0–97 km/h (0–60 mph) acceleration time of 3.8 seconds and a top speed of 299 km/h (186 mph). The Project 7 was penned by Italian-Brazilian designer César Pieri who apparently accidently showed his sketch to Jaguar chief-designer Ian Callum. The concept then became a functional prototype and eventually reached production
Diolch am 78,016,441 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 78,016,441 amazing views, every one is greatly appreciated.
Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1282
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.
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
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
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
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.
This is a photograph I took in the paddock at the Vintage Sports Car Club’s Richard Seaman Memorial Trophies meeting at Oulton Park in June 1969. It’s the 1948 Alta 2 litre of Peter Moores and a note in the programme of the event says: ‘Peter Moores, of immaculate single-seater Austin fame, has now acquired Hugh Clifford’s Alta.’ It seems to be the car that was subsequently part of the Donington Museum Collection, and the book ‘Great Racing Cars of the Donington Collection’ says this about it:
'The Alta
Geoffrey Taylor's 'Special'
Geoffrey Taylor was an arch motoring enthusiast. He built his first Alta car in a small workshop behind his home in Kingstone-upon-Thames between 1928 and 30, painstakingly fashioning vital engine parts out of the solid. This was followed by a line of sports and independently-suspended racing cars until he outbreak of the war.
He outlined a design for a 1½ litre supercharged Grand Prix car towards the end of the war, and announced his plans with a flourish in November 1945. But post-war shortages delayed the car's debut until 1948, when 'GP No. 1' appeared in the British Empire Trophy race in Douglas, Isle of Man.
The new Alta used an updated version of Taylor's well-proven twin overhead-camshaft four-cylinder engine, supercharged by a Roots-Alta blower driven from the crankshaft nose. He used a special four-speed all-synchromesh gearbox of his own construction with a low drive-line, allowing the driver's seat to be very low-mounted within a rakish and sleek bodyshell, reminiscent of the pre-war Mercedes also copied by ERA in their unsuccessful E-Type.
George Abecassis raced the car throughout 1948 and 1949, while his HW Motors partner John Heath also drove on occasions. Its best performance was in the 1949 British GP, when Abecassis ran fifth before a broken float chamber forced him to stop. He then fought his way back through the field to finish seventh.
For 1950 this duo concentrated on their own Alta-engined HWMs, while the same engine became standard in 2½ litre form in Connaught cars. Tony Brooks won the 1955 Syracuse Grand Prix in one of these Connaughts to score the first all-British Continental GP victory since 1924!
Three of the rubber-block suspended GP Altas were built; the others went to Geoffrey Crossle and Joe Kelly, and the Collection's car includes parts from all three.’
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
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
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