Frogeye Healey Super Sprite (1995) Engine 1275cc S4 BMC A Series Production 28

Registration Number XDL 183 (Portsmouth for the Isle of Wight)

FROGEYE CAR COMPANY ALBUM

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This is a mighty rare one. Built by the Frogeye Car Company (Isle of Wight) this is a factory built replica of the Austin Healey Sprite Mk.1. They were built exclusively for the Japanese market with full approval from the Healey family. Initially to fulfill an order from Japan for 150 cars, but due to the recession within the Tiger economies and the high costs, demand collapsed, only 50 orders remained and only 28 cars were built, and all but this one went straight to Japan. This car was used as the prototype developement and demonstrator vehicle for the company. Originally registered by the Frogeye Car Company on an cherished number originally allocated local to the builders on the Isle of Wight

The bodyshell is of unstressed heavy duty GRP with Kevlar, on an epoxy coated tubular steel ladder chassis. The engine a 1275cc Oselli tuned BMC A Series with a Chrysler rear axle and Mini brakes

Diolch yn fawr am 65,852,542 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 65,852,542 amazing views, enjoy and stay safe

Shot 17.06.2018 at MTWC (Morgan Three Wheeler Club) Sprint, Curborough Sprint Coarse, Curborough, Lichfield Ref 134-143

For 1959, Pontiac dropped the name "Chieftain" and "Super Chief" models for its junior-level series and renamed it "Catalina", while demoting the former top-line Star Chief to intermediate status eliminating the two door Star Chief Catalina, the only hardtop for the Star Chief was the four door hardtop and expanding the Bonneville nameplate to a senior series that included sedans, coupes, convertibles and Safari station wagons.[1]

In the lower-priced Catalina line, Pontiac division advertising placed higher emphasis on the top trimmed two- and four-door hardtops, convertible and Safari station wagons instead of the pillared two- and four-door sedan variants despite the fact that the four-door sedan was the best seller in this line.[1]

The Catalina, though it was the lowest-priced full-sized Pontiac, was priced and trimmed below the Chevrolet Impala due to GM's overlapping price structure formula only a step below the Buick LeSabre and Oldsmobile 88 in trim and appointments but priced about $100 to $200 less. Catalinas also came standard with more amenities than Chevrolet models and included a larger and more powerful V8 engine of 389 cubic inches, compared to the Chevy's six-cylinder or 283 and 348 cubic-inch V8s. Pontiacs also benefited from a much better automatic transmission than their Chevrolet counterparts - the four-speed Hydra-Matic - versus the Chevy's two-speed Powerglide.[1]

Though the basic Catalina started out with a full rubber mat, it could be ordered with full carpeting, glovebox and trunk lights; dual front ashtrays, cigar lighter, glove compartment snack bar (two cup indents on the glovebox door that could be opened for use at drive-in restaurants) were standard, heater-defroster and a choice of cloth and Morrokide vinyl upholstery or expanded Morrokide (all-vinyl trim) optional. Pontiac buyers could add even more trimmings for a few dollars more by ordering the "decor group" which added full wheel covers, deluxe steering wheel, chrome pedal trim plates and more. Also offered from 1962 to 1970 on most Catalina models was the Ventura custom interior (which was a separate model from 1960 to 1961), which included the interior and exterior upgrades offered with the extra-cost decor group option plus a slightly more luxurious interior of cloth or Morrokide trims similar to the costlier Pontiac Star Chief or Executive depending on the year.

The 1959 Pontiacs featured a "split grille", which came about by accident when the styling studio was exploring grille design. Experimentally, a design for a conventional, full width, oval grille, containing horizontal quad headlights, was cut in two and the halves transposed. With the lights remaining at the extremities, this gave the split center, open ended look of the '59 Catalina. Along with the wider body came a 5" wider chassis in which the wheels were moved out towards the fenders. This not only improved the appearance of the car but led to improvements in ride and handling - spawning the term "wide track" ride and handling which Pontiac would use in its promotional efforts for many years to come.

All Pontiacs were powered by various renditions of the new 389 cubic-inch Tempest V8 (which was later renamed from 1961 as the Trophy V-8), which was basically a version of the previous 370 cubic-inch V8 with stroke increased to 3.75 inches (the 370ci was used in 1958-model Pontiacs and based on the Pontiac V8 design introduced in 1955). Catalinas came standard with a 235 horsepower (175 kW) version of the 389 with two-barrel carburetor and 8.6 to 1 compression mated to the three-speed manual transmission. When the optional four-speed Hydramatic transmission was ordered, the standard engine was 280 horsepower (210 kW) version of the same engine with higher 10.5 to 1 compression ratio. Available as a no-cost option with the Hydramatic transmission was the 215-horsepower 389 (dubbed the Economy V8) with 8.6 to 1 compression ratio which burned cheaper regular gasoline, instead of the premium and super-premium fuels required for the high-compression engines, and capable of achieving more than 20 MPG on the highway. Optionally available at extra cost were higher-power versions of the 389 V8 with four-barrel carburetion rated at 283 horsepower (211 kW) with manual gearbox or 303 hp with Hydramatic, a 4-barrel carburetor version with a horsepower rating of 318 hp, or "Tri-Power" options with triple two-barrel carburetors and 330 hp or 345 hp (257 kW).[1]

For 1960, Catalina and other Pontiacs received a minor facelifting of the '59 bodyshell with a new full-width horizontal bar grille similar to the 1930s Cord 810/812 replacing 1959's split grille (for this year only-the split grille returned in 1961) and round taillights. Bodystyles and drivetrain offerings were unchanged from 1959. New to the option list was a "Sportable Transistor" radio that could be used in the car in place of the regular "in-dash" radio or removed from the car for use as a portable with battery power, and the upgraded trim package as a two-door or four door hardtop called the Pontiac Ventura.[1] Also new for 1960 were the optional "Al-Fin" eight lug-nut aluminum wheels with integral brake drums that not only enhanced the car's looks but also provided improved stopping power. Another popular option for performance enthusiasts was the "Safe-T-Track" limited slip differential. In the suspension department the front track was increased from the 59's 63+7⁄8 in (1,620 mm) to 64 in (1,600 mm). In the engine compartment the so-called "gusher type" cooling system (with cooling liquid entering the engine over the exhaust valves, reverse of what is more normally done) was replaced by the so-called "Equa-flow" type (with conventional V-8 cooling configuration). Turn signals were standard, while the A/C was $430 and padded dash was $19. Wikipedia

Catalinas and other 1959 Pontiacs were completely restyled on a new General Motors B-body that was shared by all GM divisions from Chevrolet to Cadillac, replacing the previous A-body utilized for Pontiacs and Chevrolets that was used only for 1958. Twin tailfins, two on each side, were new and only in 1959.[6] Styling highlights include thin-pillar rooflines and greater use of glass for increased visibility. Pillared four-door sedans feature six-window styling, while two-door hardtops were dubbed "bubbletops" due to the large wraparound bubble windshield and thin c-pillar and large rear window; four-door hardtops featured flat-blade rooflines with an overhang past the rear window. Wheelbases were 122" for Catalina and 124" for Star Chief and Bonneville inches, but overall length on Catalina was 7" shorter than Bonneville and Star Chief at 213.7 inches (5,430 mm).

The Peugeot 402 is a large family car produced by Peugeot in Sochaux, France, from 1935 to 1942. It was unveiled at the Paris Motor Show in 1935,[3] replacing the Peugeot 401.

The Peugeot 402 stands out in automotive design by its very streamlined, but also still somewhat Art Deco styling, strongly influenced by that of the 1934 Chrysler Airflow; especially the low-volume 402 Darl'mat coupé is viewed as distinctly Art Deco. Peugeot's 402 took it two steps further, however: the grille has an even more pronounced rake, but most importantly, Peugeot brought the headlights to the center, behind the grille, and in front of the radiator, sixteen years before the 1951 General Motors Le Sabre concept car. Contrary to Chrysler's Airflow, the Peugeot 402 wasn't a sales flop.

Furthermore, the 402 Éclipse décapotable, made in collaboration with Pourtout coachbuilders, was one of the world's first convertible hard-top production cars.

Peugeot 402 Eclipse décapotable (1938)

Despite being introduced some thirteen years after the demise of the 402 during World War II, the Peugeot 403 was clearly intended as the 402's successor, given that after the war, the market first needed cheaper and smaller, more frugal cars. Peugeot saw this and thus focused on their 202 and 203 models during the late 1940s and early 1950s.

A conservative innovator

The 402 was characterized by what became during the 1930s a "typically Peugeot" front end, with headlights well set back behind the grille. The style of the body was directly modelled on the Chrysler Airflow, which was seen as revolutionary at the time. Peugeot bought one or two Airflows to disassemble and study. Thus, the 402 received the soubriquet: 'Fuseau Sochaux' in France – this loosely translates to the "spindle or axis of Peugeot's main plant in Sochaux". Streamlining was a feature of French car design in the 1930s, as can be seen by comparing the Citroën Traction Avant or some of the Bugattis of the period, such as the Type 57, with predecessor models such as the Citroën Rosalie. Peugeot was among the first volume manufacturers to apply streamlining to the extent exemplified by the 402 and smaller Peugeot 202 in a volume market vehicle range.

Recessed ‘safety’ door handles also highlighted the car's innovative aspirations, as did the advertised automatic transmission and diesel engine options. Comparisons with Citroën's large family car of the time, the Traction Avant were and remain unavoidable. In that comparison, the basic underpinnings of the 402 remained conventional, based on known technologies, and presumably were relatively inexpensive to develop and manufacture: it was Citroën that in 1934 had been forced to sell its car manufacturing business to its largest creditor, Michelin. Sticking to a traditional separate chassis configuration also made it much easier for Peugeot's 402 to be offered with a wide range of different bodies.

Peugeot invested significantly in developing the car and in tooling up to produce it. The 402 was a popular seller by the standards of the time. It was also a large car and at the high end of the car market, and in advertising material of the time Peugeot evidently thought it important to highlight one or two tempting standard features, such as the twin windscreen wipers powered by their own electric motor, the semaphore-style trafficators, the clock included on the instrument panel, the twin sun visors and the switchable reserve section of the fuel tank.[4]

The range

Some sedans were converted into pickup truck and van versions, during and after the war.

Even by 1930s standards, the range of different 402 models based on the single chassis was large, comprising at one stage, by one estimate, sixteen different body types, from expensive steel bodied convertible cars, to family saloons which were among the most spacious produced in France.

An aspect of the all-steel car bodies that became mainstream among the larger European automakers in the 1930s was the very high initial cost associated with the heavy steel presses and the dies needed to cut and stamp pressed steel sheeting into the panels that, when welded together, would form a sufficiently rigid and robust car body. The wide range of car bodies was therefore carefully devised to maximise the sharing of panels between the different body variants listed.

Three chassis lengths

There were three different standard wheelbases of 2,880 mm (113 in) (short), 3,150 mm (124 in) (“normal”) and 3,300 mm (130 in) (long).

2,880 mm (113 in) “short” wheelbase (1937-1940)

When the 402 was launched in 1935 there were just two chassis lengths, but for 1937 the manufacturer added a third “short” chassis, inherited from the short-lived Peugeot 302. The short chassis was used from 1937 for the Peugeot 402 Légère (“light-bodied”).[5]

The Peugeot 402 Légère was first exhibited in July 1937 and was featured on the Peugeot stand in place of the Peugeot 302 at that year's October Motor Show.[5] The car combined the 2,880 mm (113 in) wheelbase and body from the Peugeot 302 with the larger 1991 cc engine of the Peugeot 402.[5] Whereas the 302 had produced a maximum output of 43 hp (32 kW) at 4,000 rpm, maximum power for the 402 Légère was listed as 55 hp (41 kW) still at 4,000 rpm.[5] That translated into a difference in listed top speed between 105 km/h (65 mph) and 125 km/h (78 mph).[6] The simple formula of combining one existing bodyshell with another engine that was also already in production enabled the manufacturer to produce an attractively brisk car with minimum investment. Approximately 11,000 were produced.

From the outside the 402 Légère was initially virtually indistinguishable from the 302.[5] However, on the front grille, whereas on the 302 the hole for the starting handle corresponded with the central digit in the car's name spelled out on bottom part of the front grille, on the 402 Légère it was necessary to position the hole for the starting handle below the “402” name badge because the engine itself was positioned very slightly higher.[5] An improvement over the 302 available to the driver, albeit only at extra cost, was the option of a Cotal pre-selector transmission, which could be controlled using a selector lever positioned directly behind the steering wheel, so that the driver needed to move his/her hand only minimally in order to change gear.[5]

Although sources tend to refer to the 402 Légère as a single model, there was nevertheless a choice of at least three bodies.[7]

Priced at 24,900 Francs in October 1937 was the four door “402 Légère berline” (saloon/sedan) using the body already familiar from the 302.[5] Not yet ready for presentation at the 1937 show, but nevertheless already priced (at 30,900 Francs) and advertised was the 402 Légère “coach”, which was a stylish thinner looking 2-door four seater car shaped somewhere between a sedan/saloon and coupe, with “glass on glass” side windows (allowing for the possibility, with the windows open, of a “pillarless” side profile) and front seats that tilted to permit access to the adequately spacious rear of the passenger cabin.[5] Represented at the motor show by a prototype which differed in certain details from the cars that actually appeared a few months later was the 402 Légère “décapotable” (soft-top convertible), priced at 31,900 Francs.[5] Both the “coach” and the “décapotable” bodied cars featured a slightly more streamlined look than the “berline”, and their stylishness was enhanced by “spats” covering the upper portions of the rear wheels.[5]

3,150 mm (124 in) “normal” wheelbase (1935-1942)

The standard bodied saloon/sedan (berline), first presented at the Paris Motor Show in the late Autumn of 1935 sat on the “normal” 3,150 mm (124 in) chassis and was advertised as a six-seater, the passengers being accommodated in two rows on bench seats in what was, by the standards of the time and place, an unusually wide car.[7] The four-door "berline" came as a "6 glaces" (six-light, ie three windows on each side) saloon/sedan.[7] In 1936 the price list showed the saloon as the least expensive of the normal wheelbase 402s, priced from 23,900 francs.[7]

Closely resembling the 402 berline "6 glaces", at first sight, was the 402 "normale commerciale" also offering seating for six people accommodated in two rows.[4] However, at the back, in place of the more usual panels, the “commerciale” featured a two-piece tailgate.[4] The rear of the cabin was described as being “transformable pour transport de marchandises” (transformable for transport of goods) which presumably would have involved lifting out the rear seat.[4] Later on there were also 402 commerciales exhibited with semi-squared off rear roof lines along the lines of a steel bodied station wagon/estate car conversion, but most of the 402 commerciales shared, from the side, the silhouette of the 402 saloon/sedan, presumably in order to avoid the cost of tooling up for volume-style production of a relatively small number of uniquely shaped body panels.[4]

Other models appearing on the “normal” wheelbase at the 1936 show included a Grand-luxe berline with a sliding steel sun roof, a 4/5 seater 2-door soft-top cabriolet priced in October 1936 at 30,900 francs, a 5/6-seater "coach" (elegant two-door saloon) priced at 29,900 francs, a 2/3-seater roadster at 27,900 francs and a "coupé transformable Éclipse", which was a steel-roofed convertible, priced at 34,900 francs.[4]

The Éclipse was significant as the first of many Peugeot coupés with a steel roof that would fold and stow in the boot/trunk.[1][4] The retractable hardtop mechanism had been designed, and in 1931 patented, by Georges Paulin. The mechanism was initially bulky by modern standards, and necessitated a very long tail end. Despite the generous length of the 3,150 mm (124 in) wheelbase, this first application of the technology came with just two seats. Interest in the Éclipse resurfaced more than half a century later with the reinvention of the retractable hardtop by the 1995 Mitsubishi 3000GT Spyder and subsequent popularization of the concept by cars such as the 1996 Mercedes-Benz SLK-Class.[8] Peugeot resumed production of hardtop convertibles with the 2001 Peugeot 206 CC (Coupé Cabriolet).

Several of the body types were priced (and presumably costed) to be produced in relatively low volumes, and despite appearing at the Motor Show in October 1936, three had been delisted by the start of 1937.[4] The delisted variants were the 5/6-seater "coach", the 4/5-seat, 2-door soft-top cabriolet, and the steel-roofed "Coupé transformable Éclipse", although the third of these had already been effectively replaced in 1936 by a similar but even longer steel-roofed convertible Éclipse – now with seating for 4/5 people and using the longest of the 402's three chassis.[4]

3,300 mm (130 in) “long” wheelbase (1935-?1940)

The principal “long” Peugeot 402 in 1935 was the “402 Familiale”, closely resembling the “normal” length six light “berline, but with extra length used in the rear of the cabin to accommodate a third row of seats (“strapontins escamotables”) which could be folded away when not in use.[4]

By the time of the 1937 Motor show, in time for the 1938 model year, the 402 commerciale had also migrated from the “normal” to the “long wheelbase”.[7]

In addition, the manufacturer advertised a special taxi version of the long wheel base car, closely resembling the Familiale and of which, it was boasted in 1937, several thousand were already in service “in Paris and the [other] principal towns and cities in France or the colonies”.[4][9] Peugeot were slightly unusual among principal auto-makers at this time in never having acquired a Paris taxi business themselves, but the 402 taxi had nevertheless evidently been well received by independent taxi operators.

Much attention at the 1936 show also focused on the “402 cabriolet metallique decouvrable” which was a reincarnation of the Éclipse, but now using the 3,300 mm (130 in) “long” wheel base which made enough space for a (rather cramped) second bench seat.[7]

Light commercial van and utility variants of the 402 were also produced (or derived from conversion), and during the car's final years, during World War II, assumed increasing prominence within the range. Sources vary as to whether production was ended it 1942 or continued further, possibly till 1944...Wikipedia

TRU, No. 950001 is seen passing Spittal Crossing

at Berwick-Upon-Tweed working the 2Z08 from

Slateford Depot - Derby R.TC

The British Rail Class 950 is a diesel multiple unit that was purpose-built by British Rail Engineering Limited's Holgate Road carriage works for the British Rail Research Division for use as a track assessment unit. It is currently operated by Network Rail.

It was built in 1987 using the same bodyshell as the Class 150/1 Sprinters It was originally classified as a Class 180, but was reclassified into the departmental series. As part of the privatisation of British Rail, it was passed to Railtrack in 1994 and then on to Network Rail in 2002. The unit is formed of two driving motor vehicles.

The unit is currently painted in plain overall yellow livery with Network Rail branding. It mostly works on lines also used by Sprinters and Pacers where the track quality is not good enough for larger and heavier track assessment stock. It is able to operate over most railway lines around Great Britain. The unit is based at the Railway Technical Centre in Derby.

Bodyshell of 40173 at Perth yard

56032 stored as part of the class 69 project a bodyshell for which is at the end of the line up

Humber Sceptre 1 (1963-65) Engine *1592cc S4 OHV

Production 17,011

Registration Number 417 HNX (Warwickshire)

HUMBER ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623665287863...

Humber variation on the Hillman Super Minx/Singer Vogue theme. With the Super Minx bodyshell but a unique roof, glass and upper/rear bodywork not shared with the Super Minx or the related Singer Vogue. Originally intended as a replacement for the Sunbeam Rapier but was launched as a Humber while a modified Rapier continued until 1967.. This resulted in the Sceptre being more sporty in character than traditional Humbers. The Sceptre was positioned at the top of the mid-range Rootes Group cars, above the Hillman Super Minx and Singer Vogue. It featured similar twin headlight styling to the Vogue and a more powerful 80 bhp, The high level of equipment included disc front brakes, overdrive, screen washers, reversing lamp, rev counter and a full range of instruments. Automatic transmission was made available later. Whilst the Super Minx and Vogue received revised six light styling in 1964, the Sceptre body continued unchanged until 1965 when it was replaced by the MK II.

Diolch am 83,728,538 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 83,728,538 amazing views, every one is greatly appreciated.

Shot 25.07.2021 at Beaumanor Hall, Woodhouse, Leic. 148-093

Hillman Avenger Tiger (1972-73) Engine 1498cc S4 OHV Production 600 approx

Registration Number ORW 422 M (Coventry)

HILLMAN ALBUM

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Limited production version of the Hillman Avenger intended for racing and rallying

Standard specification includes twin Weber carburettor engine, and alloy wheels. Up to 110 mph in favourable conditions, formed the basis of a successful race/rally saloon. Homologated as a Group 1 race car, winning the RAC Championships. A few competition cars fitted with 1.8 and 2.0 litre engines

All Avenger Tigers were assembled by the Chrysler Competitions Centre and production figures are vague but around 200 of the initial Mark 1 seems likely. In October 1972, Chrysler unveiled the more "productionised" Mark 2 Tiger. The Avenger GL bodyshell with four round headlights was used. Mechanically identical to the earlier cars, the bonnet bulge was lost although the bonnet turned matt black, and there were changes to wheels and seats. These cars went on sale at £1,350. Production was around 400. Red (Wardance) was now available as well as yellow (Sundance), both with black detailing

Diolch am 100,058,557 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 100,058,557 amazing views, every one is greatly appreciated.

Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-274

TVR Tasmin 390SE (1984-89) Engine 3943 cc V8 OHV

Production (approx) 100

Registration Number C 833 OFV (Preston)

TVR ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623722776067...

The TVR 390SE is a sports car designed and built by TVR. It was introduced in October 1984. It featured many novelties not found in other Wedge TVRs TVR Engineering worked with Andy Rouse, a Rover Tuning specialist to produce a blueprinted engine, turning out an extra 85 bhp taking it to a claimed 279 PS, with an engine capacity of 3905cc high lift camshafts, gas flowed cylinder heads with large valves and Cosworth machined pistons. A stronger clutch, limited slip differential and wider Yokohama tyres were fitted to help get the extra power down onto the road.

The styling of the car became more aggressive with a deeper front air dam, and a rear under body aerofoil. Subsequent updating saw the bodyshell gain flared wheel arches and different sills. Ventilated front disc brakes and fifteen inch wheels were part of the package as well. A Series 2 car appeared in 1988 with the most obvious difference being a rounder nose.

Production of the modified Rover V8 was handled by different engineering companies throughout the car's life with most units being produced by North Coventry Kawasaki (NCK); which company was subsequently purchased by TVR to become their in-house engine division, TVR Power

Diolch am 93,128,061 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 93,128,061 amazing views, every one is greatly appreciated.

Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-444

Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419

Registration Number NVT 277 M (Stoke on Trent)

JENSEN SET

www.flickr.com/photos/45676495@N05/sets/72157624203748256...

The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.

The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.

The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.

The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes

The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.

Diolch am 75,806,081 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 75,806,081 amazing views, every one is greatly appreciated.

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-458

141108 passes through Hunslet on its way out of Leeds, 05-04-1993. In the background are bodyshells for Class 323 units.

It seems familiar, but I am not able to find what make and type this is.

@Curioseum Willingen

@Ascension weekend Traction Avant Nederland 2022

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

Austin Allegro 1500SDL Mk2 (1975-79) Engines 1485cc S4 E Series.

Registration Number OFT 887 R (Newcastle on Tyne)

AUSTIN ALBUM

www.flickr.com/photos/45676495@N05/albums/72157623759808208

The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Sir Alec Issigonis the new car was launched in 1973. The Allegro used front-wheel drive, using the familiar A-Series engine with a sump-mounted transmission. The higher-specification models used the SOHC E-Series engine (from the Maxi), in 1500 cc and 1750 cc displacements. The two-box saloon bodyshell was suspended using the new Hydragas system (derived from the previous Hydrolastic system used on the 1100/1300). Stylistically the car bucked the trend of the 1970's sharp edge look in favour of a rounded bodyshell Early Allegro models featured a "quartic" steering wheel, which was rectangular with rounded sides. This was touted as allowing extra room between the base of the steering wheel and the driver's legs.

The quartic wheel did not take off, and was dropped in 1974

The updated Allegro 2 was launched at the 1975 London Motorshow the Allegro 2 had the same bodyshells but featured a new grille, reversing lights on most models and some interior changes to increase rear seat room, Changes were also made to the suspension, braking, engine mounts and drive shafts.

The Allegro received its second major update, launched as the Allegro 3 at the end of 1979. The refreshed car used an "A-Plus" version of the 1.0 litre A-Series engine (developed for the forthcoming new Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980. By 1980 the Allegro failed to dent the he top 10 best selling new cars in Britain, a table it had topped a decade earlier, though BL were represented by the fast selling Metro and the Triumph Acclaim. The Vanden Plas models were rebranded as the 1.5 and the 1.7, the 1.5 having a twin carburettor 1500 cc engine and a manual gearbox, while the 1.7 had a single carburettor 1750cc engine and an automatic gearbox. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the more usual two rectangular ones. The final Allegro was built in March 1982 with its successor the Austin Maestro going into production December 1982.

Diolch yn fawr am 73,033,696 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 73,033,696 amazing views, enjoy and stay safe

Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-246

.

Bond Minicar Estate Mk.G (1961-66) Engine 247cc Single Cylinder Villiers two stroke

Production 3253 (all body styles)

Registration Number JMG 676 B (Middlesex)

BOND SET

www.flickr.com/photos/45676495@N05/sets/72157623759866604...

Last of the line of the Bond Minicar dating back to 1949, originally built by Sharp's Commercial Ltd. until the change of company name to Bond Cars ltd. in 1964, both companies based in Preston. The basic concept for the minicar was derived from a prototype built by Lawrence "Lawrie" Bond, an engineer from Preston and former aeronautical designer for the Blackburn Aircraft Company. Sharp's Commercials was a company contracted by the Ministry of Supply to rebuild military vehicles, seeing the post-war downturn in orders of military vehicles Bond approached the Managing Director of Sharp's, Lt. Col. Charles Reginald 'Reg' Gray, to ask if he could rent the factory to build his car. Gray refused, but said that instead, Sharp's could manufacture the car for Bond and the two entered into an agreement on this basis. The car proved popular in the UK market, where its three-wheel configuration meant that it qualified for a lower rate of purchase tax, lower vehicle excise duty and cheaper insurance than comparable four-wheel cars. The three-wheel configuration, low weight and lack of a reverse gear also meant that it could be driven on a motor cycle licence. In April 1962 the purchase tax rate of 55 percent, which had been applied to all four-wheeled cars sold in the UK since the war was reduced to 45 per cent, in November 1962 it was reduced by another 20 per cent to 25 per cent – the same rate as that applied to three-wheelers. This rapid change meant that at the point of sale, some three-wheelers became more expensive than four-wheeled cars like the Mini, resulting in a sharp decline in sales, from this point and the final Minicar was produced in 1966 by the end of production 24,482 Bond Minicars had been produced

The Mark G was billed as a new line Minicar and proved the final evolution, still based to a large extent on the bodyshell of the Mark F. With a revised shape fibreglass roof, new doors, new windscreen with opening quarter lights and bigger wheels largely transformed the cars appearance. However, although the car was similar in layout to the Mark F, almost everything mechanically about the Mark G was different with very few components carried over. Steel supports around the quarter lights allowed the windscreen to be both more steeply raked and moved forwards to provide more interior room. This also allowed a properly sprung bench-type rear seat to be fitted capable of seating two adults. The front seats were adjustable for position and the passenger side now folded much further forward than on previous models to allow easier access to the rear though the doors were still felt to be too narrow for easy entry.

Production of the Mark G began in August 1961 and initially the Bond 250 G Minicar was the only version available.

Under the bonnet, the car utilised the new Villiers Mk 35A unit designed specifically for the car. A development of the 9E, this incorporated numerous mechanical refinements to improve strength and reliability albeit slightly to the cost of overall power, now rated at 11.5 bhp (9 kW; 12 PS) at 4,500 rpm. Rear suspension was completely revised, with trailing arm units controlled by Armstrong dampers. The rod and cable brake systems of previous cars was also replaced by Lockheed hydraulic brakes acting on all three wheels.

Two further models were added to the range in 1962, the Bond 250 G Estate and the Bond 250 G Ranger. The estate featured a large hatchback, hinged at the roof. Inside, the rear seats could be folded flat reversed (so the passengers faced the rear or removed entirely.On the Ranger version the rear seats and rear side windows were omitted.

Diolch am 75,590,281 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 75,590,281 amazing views, every one is greatly appreciated.

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-379

Jaguar XJ12 Broadspeed (1977) Engine 5343cc V12

JAGUAR SET

www.flickr.com/photos/45676495@N05/sets/72157623671588245...

Built at a tricky time for Jaguar with falling sales and boardroom schisms, the Broadspeed Jaguar was created to contest the European Touring Car Champioships.

Ray Broad of Broadspeed was handed two cars to develope into Touring cars, to tackle tje big engined Ford Capris and BMW CSLs, racing in the ETC. Broads preferance had been to develope the XJS but Jaguar decided the XJ a more suitable candidate, and the 2 door XJC was given the nod over its four door counterpart. The engine was a Jag 5.3-litre V12 (dry sumped from 1977) with racing pistons and independent injection,and an oil cooler but otherwise relatively standard, but the changes that were made created an output of 550bhp, and an ear drum shattering noise, driving through a standard manual gearbox casing with close-ratio gears a racing clutch and a solid mounted, oil-cooled rear axle.

The body was heavily reworked. It was much heavier than its rivals the bodyshells were even acid dipped to strip of some of the weight. But despite efforts to reduce the weight the car was still 1.5 tons after early tests, Lockhead were approached to improve braking and produced some bespoke eight-piston callipers for the front and four pots for the rears. But the cars were beset with problems, despite an excellent driver line up of Dereck Bell, Dave Hobbs and Tim Schenken.

It was the fastest car on the grid, normally racing of pole position and set fastest laps but were simply unreliable and BL pulled the plug.

Diolch am olygfa anhygoel, 64,557,361

oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 64,557,361 views

Shot 05.05.2018 at Donington Historic Festival, Donington Park, Leic Ref 133-178

Austin Allegro 1100 DL Mk2 (1976-80) Engines 1098cc. S4 Tr.

Registration Number OTC 910 R (Bristol

AUSTIN ALBUM

www.flickr.com/photos/45676495@N05/albums/72157623759808208

The Allegro was designed as a replacement for the 1100 - 1300 models, designed by Harris Mann 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 101,328,938 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 101,328,938 amazing views, every one is greatly appreciated.

Shot 09.04.2023 Weston Park, Salop, Easter Classic Car Show REF 168-027

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.

Wolseley 16/60 (1961-71) Engine 1622cc S4 OHV Production 63,082

Registration Number ARB 569 A (Derbyshire)

WOLSELEY SET

www.flickr.com/photos/45676495@N05/sets/72157623738922097...

The 15/60 was replaced by the Wolseley 16/60 in September 1961 powered by a 1622cc S4 version of the BMC B Series engine with an output of 61bhp, driving through a four speed manual gearbox, with the option of a f Borg Warner 35 automatic transmission. The Wolseley shared the mechanics and bodyshell of the less luxurious BMC stablemates the Austin A60 and Morris Oxford, though without the performance of the more lively MG Magnette Mk.IV and Riley 4-72. Viewed from the outside, the Wolseley 16/60 was differentiated from the 15/60 by the overriders on the bumpers which protruded more than on the earlier car, lower more rounded rear fins and rear lights.

Where as the majority of the BMC Farina models were replaced in 1968 the Wolseley continued remained on sale until early 1971.

The Wolseley 16-60 had an Australian built sibling the Wolseley 24-80 produced by British Motor Corporation (Australia) from May 1962 through to October 1965. It was externally identical to the Wolseley 15/60 but powered by a six cylinder 2433cc version of the BMC B Series engine known as the Blue Streak with an output of 80bhp. The Mark II version of July 1964 was identical to the 16-60 The 24/80 Mark II became the last Wolseley model to be assembled in Australia.

Diolch am 83,935,110 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 83,935,110 amazing views, every one is greatly appreciated.

Shot 25.07.2021 at Beaumanor Hall, Woodhouse, Leic. 148-165

MG YA (1947-51) Engine 1250 cc S4 OHV

Production 6158 Saloons (plus 904 YT Tourers)

Registration Number JYK 840 (London)

MG SET

www.flickr.com/photos/45676495@N05/sets/72157623797586658...

The MG Y-Type was produced in two phases, the YA 1947-51 and YB 1952-53 and offered as four-door saloon and limited production open four-seat tourer

Designed as the new MG Saloon with a planned launch date of to join the MG Saloon range of the WA and VA for 1941 but war stopped play, The car was designed by Gerald Palmer and launched as a - lively new car with high standards and performance, priced (Saloon) at £525.0.0 ex works plus purchase tax of £146.11.8d. Palmers design incorporated a Morris 8 Series E, four door pressed steel bodyshell with the addition of a swept tail and rear wings, and also a front end incorporation the MG upright grille, the head lamps were separately mounted while the Morris were integrated into the front wings and it had a separate chassis, bucking the more modern trend towards ‘unitary construction, and an independent front suspension layout. The separate chassis facilitated the ‘Jackall System’, of four hydraulically activated rams

The car was powered by a single carburettor version of the 1,250 cc XPAG engine that went on to power the MG-TC and MG-TD series, developing 46bhp or 54 bhp in the YT Tourer, by virtue of a higher lift camshaft and twin carburettors

In 1952 MG Car Company updated the "Y" Type as the YB with a new Lockheed brake system, 15 inch wheels against the 16 inch of the YA a hypoid type rear axle and an anti-roll bar at the front, allied with tronger shock absorbers, road manners were significantly improved.

The YB was produced until the end of 1953 and the MG ZA Magnette was introduced in 1954.

Diolch am 77,378,592 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 77,378,592 amazing views, every one is greatly appreciated.

Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-972

Paid another visit to this today. Since I was last here the dolly has been removed from under the trailer giving it a nose down stance. Someone's also removed the diff and half shafts that sat on the trailer behind it. The next picture along shows the chassis number under the driver's seat which didn't look at all right to me!

MG YB (1952-53) Original Engine 1250 cc S4 OHV

Replacement Engine 1798cc S4 OHV (MGB)

Production 1201

Registration Number 8142 MG (Middlesex)

MG SET

www.flickr.com/photos/45676495@N05/sets/72157623797586658...

Developed pre-war and designed by Gerald Palmer, the new MG small Y Type Saloon was based on Morris Eight Series E four-door bodyshell in pressed steel, with added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards ‘unitary construction’. The power unit was a single carburettor version of the 1,250 cc engine used in the latest MG-TB. This engine, the XPAG, went on to power both the MG-TC and MG-TD series. The MG Y Type saloon developed 46 bhp at 4,800 rpm, with 58.5 lb ft of torque at 2,400 rpm, the YT Tourer (with the higher lift camshaft and twin carburettors) develop 54 bhp.

The new MG YA was launched in 1947

.

The MG YB launched in 1952 strongly resembling the YA. The "YB" had a completely new Lockheed twin leading shoe braking system, 15 inch wheels and a much more modern hypoid type of back axle. Road holding was also improved by the introduction of smaller 15-inch wheels and the use of an anti-roll bar fitted to the front of the car and stronger shock absorbers, or dampers, Little else was changed about the car, which soldiered on until the end of 1953 and the MG ZA Magnette was introduced in 1954.

UMG 662

Well known for bestowing the new cars they supplied with `MG' number plates, University Motors of London sold chassis YB0480 to none other than Gregor Grant, the founder and editor of Autosport Magazine. Road registered as `UMG 662' on 26th May 1952, the YB was bought with competition in mind and thus featured a rev counter and twin carburettors. Used as a press car on the 1953 Monte Carlo Rally, it returned as a competitor the following year and successfully completed the event only to be disqualified for not stopping at the last check point. A veteran of numerous other rallies including the Scottish, the MG also went circuit racing; a particular highlight being George Phillips' drive to 3rd-in-class during the Daily Express Touring Car Race at Silverstone on 9th May 1953.

The car was more recently purchased by Gregor Grant with a view to tackling the Monte Carlo Historic Rally though unfortunately regs, considered the term historic to mean from 1956 on. So instead hes been primed for the Monte Carlo Classic rally which the ACM are organising which involves a rally more in the style of the ralllies of the cars period. However a John o Groats strt in January is pretty daunting covering as it does around 2000 miles in 4 days

Diolch yn fawr am 67,629,012 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 67,629,012 amazing views, enjoy and stay safe

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-176

Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 3419

Registration Number RAP 28 M (Brighton)

JENSEN SET

www.flickr.com/photos/45676495@N05/sets/72157624203748256...

The Jensen Interceptor is a sporting GT class car, hand built at West Bromwich, England with the body designed by Carrozzeria, Touring in Italy and powered by a US Chrysler V8.

The Interceptor broke with Jensen tradition by having a steel bodyshell rather than one of GRP.

The original specification included electric windows, reclining front seats, a wood rimmed steering wheel, radio with twin speakers, reversing lights and an electric clock. Power steering was included as standard from September 1968.

The Mark II (1969-71) shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes

The Mark III had a larger 440cu (7212cc) Chrysler V8 with four barrel carburettor. The Interceptor sold well until sales were hit by the OPEC oil crisis of 1974.

Thanks for a stunning 59,094,583 views

Diolch am 59,094,583 gwych, golygfeydd, mwy na phoblogaeth y Lloegr honno yn y Gorllewin

Enillwyr y Goron Driphlyg Cymru 2021

Shot 21.05.2017 at Chiltern Hills Classic Sar Show, Weedon Hill, Aylesbury REF 126-178

Austin Maxi 1500 (1969-81) Engine 1748cc S4 OC 95bhp

Production 450,000

Registration Number EEL 645 T (Bournemouth)

AUSTIN SET

www.flickr.com/photos/45676495@N05/sets/72157623759808208...

The Austin Maxi is a medium-sized, 5-door hatchback family car produced by the Austin division of British Leyland between 1969 and 1981. 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 it was the last car designed by Sir Alec Issigonis and the first new model released under the British Leyland banner. The Maxi was launched in Oporto, Portugal, on 24 April 1969, in a blaze of publicity

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, a rare innovation among family cars of the day. Power came from a 1,485 cc (90.6 cu in), E-Series petrol engine which would later be used in other British Leyland products, such as the Austin Allegro. The 1750 and twin-carburettor 1750 HL models, added to the range in 1971, offered good performance by the standards of the era, with a top speed of 97 mph against 90mph with the smaller engine.

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, giving 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). The Maxi featured a spacious interior, comfortable passenger accommodation, competitive prices and reasonable running costs One unusual feature of this car was that the rear seat back, as well as folding forward as in a conventional hatchback, also folded back. In combination with fully-reclining front seats, this gave satisfactory, if spartan, sleeping accommodation.

Towards the end of the Maxi's life, in 1980, a lightly revised model was marketed as the Maxi 2

The Maxi was replaced with the introduction of the Maestro which also replaced the smaller Allegro in August 1981

Diolch am 99,605,936 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 99,605,936 amazing views, every one is greatly appreciated.

Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-069

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

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.

Mini 850 Mk.III (1969-76) Engine 998cc S4 Tr OHV

Registration Number WGT 465 M (London SW)

MINI (BL) SET

www.flickr.com/photos/45676495@N05/sets/72157623797597842...

The Mark III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows—although some Australian-manufactured Mark I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from Hydrolastic to rubber cones

Production at the Cowley plant was ended in 1969, and the simple name Mini completely replaced the separate Austin and Morris brands. In April 1974, a heater became standard equipment on the entry-level Mini 850, as well, having by then already been included in the standard specification of the other models for some time

Please note the young lady in the Fiat, very anxious to get into the picture

Gan ddymuno Nadolig Llawen iawn a Blwyddyn Newydd lewyrchus i’m holl ffrindiau, cysylltiadau a dilynwyr a diolch yn fawr am 8,009,955 o olygfeydd hyd yma eleni (73,369,084) i gyd)

Wishing all my friends, connections and followers a very Merry Christmas and a prosperous New Year and a big thankyou for 8,009,955 views so far this year (73,369,084 in total)

Je souhaite à tous mes amis, relations et abonnés un très joyeux Noël et une nouvelle année prospère et un grand merci pour les 8 009 955 vues jusqu'à présent cette année (73 369 084 au total)

Ich wünsche allen meinen Freunden, Verbindungen und Followern ein frohes Weihnachtsfest und ein erfolgreiches neues Jahr und ein großes Dankeschön für bisher 8.009.955 Aufrufe in diesem Jahr (insgesamt 73.369.084)

Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-379

Triumph GT6 Mk.III (1970-73) Engine 1998cc S6 OHV Production 13043

Registration Number HRY 321 L (Portsmouth)

TRIUMPH SET

www.flickr.com/photos/45676495@N05/sets/72157623847263736...

The final facelift for the Michelotti designed GT6. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end.

Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's life – the rear suspension was changed again, this time for the cheaper (but still effective) "swing-spring" layout also fitted to the Spitfire Mk.IV. a larger front anti-roll bar was fitted. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. Engine power and torque for the MK3 was similar to the MK2, but better aerodynamics led to a new top speed of 112 mph

Diolch am olygfa anhygoel, 62,666,810 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 62,666,810 views

Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-709

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

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.

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.

1971 Range Rover.

Fitted with a 2500cc diesel engine and a Discovery Series II bodyshell.

Another one finished for my own collection! This time it's the Paragon Kits resin bodyshell kit of the Scania Higer Touring in the livery of local operator Moving People who run two of these.

The kit is essentially a resin bodyshell with moulded windscreen and requires the innards and chassis of an Oxford Diecast Irizar PB to complete.

The Austin Maxi is a medium-sized, 5-door hatchback family car that was produced by Austin and later British Leyland between 1969 and 1981. It was the first British five-door hatchback.

The Maxi (code name ADO14) was the last car designed under the British Motor Corporation (BMC) before it was incorporated into the new British Leyland group, and the last production car designed by famed designer Alec Issigonis. It was the first car to be launched by British Leyland.

The new chairman Lord Stokes decided to also change the hatchback's name to the Maxi in homage to the Mini of 10 years earlier. All Maxis were produced at the Cowley plant in Oxford, although the E-Series engines were made at a new factory at Cofton Hackett in Longbridge.

Underneath the Maxi's practical and spacious bodyshell lay an all-new front-wheel drive chassis, which was interlinked with an innovative five-speed manual transmission; the fifth gear was another rarity on family cars in 1969 and one which many manufacturers did not adopt until more than a decade later.

Despite the new platform, the Maxi's styling suffered from the decision to save tooling costs by re-using door panels from the Austin 1800 "Landcrab", which gave the Maxi an unusually long wheelbase in relation to its length, coupled with the fact that the carried-over doors made the Maxi resemble a scaled down version of the 1800 (and the Austin 3-Litre, which also used the same doors).

1993 Vauxhall Lotus Carlton.

H&H classic car auction, Buxton -

"Chassis No: SCC000019N1259307

- No. 866 of the 950 Lotus Type 104 cars made (Carlton: 320 / Omega: 630)

- 76,600 recorded miles as supported by service records and old MOTs

- Original Service Literature binder, book pack, assorted invoices, MOT'd till April 2019

Further Info:

Introduced in October 1990, the Lotus Carlton 'Type 104' (or Lotus Omega as it was known outside the UK) soon became infamous for its reputed 177mph top speed. Based around a four-door Vauxhall Carlton bodyshell modified to accept wider wheelarches, sideskirts and a pronounced boot spoiler, the newcomer also benefited from Lotus enhanced power steering, disc brake and suspension assembles (the latter including a sophisticated multi-link rear set-up complete with limited slip differential). Fed by twin Garrett turbochargers, its 3.6 litre 24-valve straight-six engine was allied to six-speed ZF manual transmission. With a quoted 377bhp and 419lbft of torque on tap, the Lotus Carlton / Omega could apparently sprint from 0-60mph in 5.2 seconds and 0-100mph in 11.5 seconds. Judged by the contemporary motoring press to be a performance match for the Ferrari Testarossa and Porsche 911 Turbo (though, some of its in-gear acceleration times were superior), the Type 104 only remained in production until October 1992 by which time just 950 are thought to have been made (320 Lotus Carltons and 630 Lotus Omegas).

Acquired by the vendor after a lengthy search that saw numerous other examples rejected, Car Number 0866 has been sparingly used over the last six years (its odometer reading increasing from 75,400 to 76,600 miles). Garaged alongside various other sports and super saloons, it remains highly original with no obvious signs of past accident damage or the corrosion issues that can plague surviving Type 104 cars. The Anthracite leather upholstery presents very nicely aside from the stitching to one rear headrest which has come loose. Starting readily upon inspection, Car Number 0866 is currently undergoing a cherished number plate transfer and might well have been reunited with its original 'L753 OMP' number plate by the time of sale.

ESTIMATE: £40,000 - £45,000." Sold for £39,375.

Lancia Fulvia 1600 Sport Series II by Zagato (1970-72) Engine 1584cc V4 DOC 115hp

Registration Number 1 NPB (Surrey)

LANCIA ALBUM

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The Lancia Fulvia debuted at the 1963 Geneva Motor Show powered by a 1298cc V4 engine of 90bhp. This is an example built by Z Zagota on the Fulvia coupe underpan.

The Sport was a fastback two seater based on Coupé mechanicals, built for Lancia by Zagato—where it had been designed by Ercole Spada. The Sport was commissioned by Lancia to Zagato as more aerodynamic and sportier version of the coupé, which could be used in road and track competitions.

The Series 1 had its bonnet hinged to the right hand side, the rear hatch, which could be lifted electrically by an handful of centimetres to aid cabin ventilation, and the spare wheel, housed in a separate compartment, accessed from a rotating panel which held the rear number plate. The Series 1 Sport was introduced at the 1965 Turin Motorshow the first Sport had an all-aluminium alloy bodyshell and used the coupé's 1.2-litre (1,216 cc) engine. The interior featured a wood-trimmed dashboard and two small bucket seats designed by Zagato. Just 202 were made in total

The Series 1 Aport 1.3 was a 1966 upgrad of the Sport with a 1298cc engine from the Rallye 1.3, producing 87 hp. Early version retained the aluminium bonnet, doors, and spare wheel hatch.Whereas the first Sport was homologated as a two-seater, the car was now classified as a three-seater—or 2+1. The 1.3 can be distinguished from the 1.2 for its silver- instead of ivory-painted steel wheels, and the side mirror on the driver's side front wing. The Series 1 line up was completed with the 1.3 Sport S An updated Sport 1.3 with 1,298 cc producing 92bhp These Sports were normally fitted with brake servos. It is recognizable by its larger hubcaps, decorated with Lancia flag logos instead of being plain.

The second series Zagota Sport was launched at the 1970 Turin Motorshow Changes included a 5-speed gearbox, revised suspension geometry, taller ride height, an alternator in place of the previous dynamo, a taller final drive compared to coupés, and wider tyres, the body was now all steel and seated 2+2 passengers The bonnet was now hinged at the front, and the spare wheel compartment hatch was deleted. Other changes included the lights, the moving of the mirrors from the wing to the door. The line up contained two models the Sport 1.3S and the Sport 1600.

The Sport 1.3S (1970-72)

The Series two car retained the same engine as the the Series 1 1.3S but now with a five speed gerabox.Very early versions of these Series 2 cars were fitted with Series I bodyshells with a separate spare wheel-hatch and smaller rear lights and aluminium bonnet and doors. Later versions have all-steel bodyshells, no spare wheel hatch, and larger rear lights.

The Sport 1600 (1971-72)

Was powered by a 1584cc engine from the HF, producing 115 bhp and a top speed of 118mph The 1600 was distinguished by a matte black radiator grille with chrome edges, black rubber over-riders on the bumpers, a matte black band on the engine bonnet, and new flush door handles. The interior had a oil temperature gauge, bucket seats with headrests and electric front windows as standard. Cromodora alloy wheels like those found on the 1600 HF were optional.

Diolch am 81,629,830 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 81,629,830 amazing views, every one is greatly appreciated.

Shot 05.06.2021. at Bicester Heritage Centre, Bicester, Oxon. 146-086

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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

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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 launcheced 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 hough 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,. Developement work commenced on a proposed Series 5 Interceptor before the company failed and liquidators were called in

Thankyou for a massive 58,357,835 views

Shot 30.04.2017 at Catton Hall Car Show REF 125-426

Bristol 401 (1948-53) Engine 1971cc S6 OHV Production 650 (all 401s)

Registration Number UMC 315 (Middlesex)

Bristol SET

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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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Humber Hawk (1957-67) Engine 2267cc S6 OHV Production 15539 all series, (6813 series 1A)

Registration Number 1932 TR (Southampton)

HUMBER SET

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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

This has been at least six years in the making! There’s a photo from about 2021 showing this mid-progress, and due to it being a complete pain to do, riddled with problems and extremely low priority it spent long periods of time just sat around not being worked on.

However in the time since I completed the DOE, I haven’t had any other models in that “almost complete” phase as all my other projects are around the beginning/middle. This left a perfect window for me to overcome the final barriers in getting this into its finished state.

So, err, what is it? It is, in fact, a Wright Pathfinder ‘320’ bodied Scania N113CRL (I don’t know what the 320 signifies) new as part of the very first batch of low floor buses in London. A selection of these were acquired in early 2010 by Dunn Motor Traction, trading as YourBus, to launch a competitive route in Nottingham against the established Nottingham City Transport.

The whole saga of Yourbus I’ll leave for another photo as on this one I’m going to focus on the intricacies of the N113 Pathfinder and the protracted construction of its model. The reason I’ve made this in the first place is because Yourbus just so happened to begin competing on my local route (the 36) and I distinctly remember them from their launch day and being free to ride. The fully branded livery with orange front was extremely short lived and I wanted a model to depict it as I experienced it on the first day.

It’s first worth noting the Scania N113 is a transverse engined chassis usually meant for double deckers. It has a short rear overhang which to replicate, necessitated chopping the rear end off an EFE Wright Renown and shortening it. I have a clear memory of battling my way through it with a junior hacksaw sometime around late 2019/early 2020.

Back then I wasn’t so good at doing models and made a complete hash of shortening the rear – IIRC the left and right sides of the bodyshell broke apart from each other. I did intend to make one of the cuts align with where the rear met the roof, but for whatever reason I then didn’t do that. The stupidest thing I did was use superglue somewhere in my attempts to put it all back together and completely ruin the glazing units.

By that point the window glazing had become the most structurally important part keeping the rear end together so I was just going to have to live with it. To this day I’m not entirely sure what exactly is keeping the back on among all the Milliput and glue and strips of plastic and stuff I bunged it up with 6 years ago. It’s had so many coats of paint over time attempting to replicate the YourBus plum colour that the paint probably also counts as stress bearing.

The front end was done several years after the back, including the unusual single leaf front door that these bodies had. Funnily enough the door, windscreen and cab being free of glue vapour damage makes it look like its working on a cold, damp evening with all the passenger windows fogged and only the demisters keeping the front clear. The only issue is, the first day when they ran free was not cold and damp!

Another benefit of the misted up windows is that it hides the fact that in 2020 I was not bothered about adding interior detail, which is something I would have added had I fully built it within the past couple of years. Plus you can’t see whatever mess I made of trying to fit the interior into the bunged up, shortened rear end. So possibly it has been a blessing in disguise.

The final obstacle was getting all the branding made up, and then printed in such a way that most of the tiny text was at least somewhat legible, and the printed colours matched close enough to the painted colours. That one thing I put off for many months because I knew it’d require a lot of effort doing test prints and adjustments – not to mention my printer is extremely fickle and will not print to a consistent quality from one day to the next!

So here’s RDZ 1714, YourBus 3105, based off how it appeared on 19.2.10 when the new route was free to ride. I don’t think I’ve ever done a model based off a specific DAY before!

The remains of a circa early 1970s British-built Austin-Morris EA public service ambulance w/ bodywork by ‘Wadham Stringer’ coachbuilders, sitting abandoned and neglected in the woods on a country lane near Darlington, County Durham, U.K. The body was made entirely of fibreglass, and every other non-plastic component on this vehicle has long since been removed. All that remains is this bare cracked bodyshell, which after being decommissioned as an ambulance used to be painted light blue (as a mobile grocer shop), and has now deteriorated to “hearing aid beige” bare exposed fibreglass. The vehicle has been siting in this exact same spot for decades.

Examples of abandoned classic vehicles in the wilderness such as this one have become an increasingly rare sight in the United Kingdom nowadays. However, as these pictures prove, they still exist out there in the year 2025.

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

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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

2403 881116 Eastleigh Weymouth-Waterloo

BR came up with a plan to use the Mklll bodyshell into a modern express EMU and the 442 was the result.

Not the prettiest of trains but definetly a step up from the CIG/VEP Mk1 style of train which predominated at the time.

In true Southern style the motors from the 4Rep's were reused and they were given NSE livery from the off.

Unfortunately, because of their rounded looks, they were given the nickname "Plastic Pigs" which they hardly deserved.

They were brought in to serve the newly electrified route from Bournemouth to Weymouth with a few used on other routes but they plied trade for nearly 20 years on the route before being replaced by the Class 444's.

Here in the early days of the class 2403 is seen passing through Eastleigh with a service from Weymouth to Waterloo on 16th November 1988.

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.