When it's not working, it's usually parked facing a wall with the cable for recharging dangling out of a window. However I was in luck today - this is also my first Flickr upload taken on my phone.

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

Registration Number OFT 887 R (Newcastle on Tyne)

AUSTIN ALBUM

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

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

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

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

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Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated and the Metro was due on stream in 1980.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

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

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

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

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Supported by the overhead crane's twin hooks the bodyshell has received a coat of undercoat primer paint prior to the addition of a new coat of BR Monastral blue. Note this was just prior to the buffer beam cowling being cut away on the class.

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.

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

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

Registration Number 1 NPB (Surrey)

LANCIA ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623795824232...

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

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

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

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

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

The Sport 1.3S (1970-72)

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

The Sport 1600 (1971-72)

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

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

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

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

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

In 1990 Greater Manchester PTE exhibited a prototype bodyshell of one half of a Metrolink light rail vehicle beneath Manchester Piccadilly station. The bodyshell was built by Officine Casertane in Caserta, Italy (part of the Firema Consortium) and was originally painted in Greater Manchester PTE's orange and white livery. It was photographed on 13 May 1990.

The prototype bodyshell was subsequently repainted in Metrolink light grey, dark grey and aquamarine livery, numbered 1000 and named The Larry Sullivan. It joined the collection of vehicles at the Museum of Transport, Greater Manchester in 1992.

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 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

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.’

Ford Escort RS Cosworth (1992-96) Engine 1993cc Cosworth YBT turbo I4 (1992–1994) 1993cc Cosworth YBP turbo I4 (1994–1996)

Production 7145

Registration Number C 6 DAG (Hull)

FORD UK/EUROPE SET www.flickr.com/photos/45676495@N05/sets/72157623665118181

The Ford Escort RS Cosworth is a homologation special of the fifth generation European Ford Escort. Designed to qualify as a Group A car for the World Rally Championship in which it competed between 1993 and 1998. It was available as a road car from 1992 until 1996. The powertrain was only fitted to this version of the Escort, a longitudinally mounted Cosworth YBT, a highly tunable turbocharged 2.0 L (1,993 cc) inline-four engine with an output of 227 PS (224 bhp) driving through a 5-speed Ferguson MT-75 manual transmission. Ford developed the car around the chassis and mechanicals of the Sierra Cosworth, to accommodate the larger Cosworth engine and transmission, and clothed in Escort body panels to make it resemble the standard Mk 5 Ford Escort, although the front doors and roof are the only bodyshell elements that are actually interchangeable. This accommodation was required as the floor pan of the regular Mk 5 Escort was designed for front-wheel-drive only initially (although a four-wheel drive version, the RS2000 4x4, was soon introduced). Designed under the guidance of Rod Mansfield and John Wheeler of Ford's SVO department, the styling was designed during 1989, a year before the standard Escort was launched, by Stephen Harper at MGA Developments in Coventry. The aerokit (front and rear spoilers) was designed by MGA with oversight by John Wheeler, The body tooling was created by coachbuilders Karmann at their facility in Rheine, Germany, where the cars were manufactured.

Two main versions were produced; The initial 2,500 units were homologation used to fulfil FIA accreditation for Group A and were completed by January 1, 1993. These vehicles were fitted with a Garrett T3/T04B Hybrid turbo and air/water intercooler (this is a hybrid consisting of a Garrett T04B compressor wheel combined with a Garrett T3 turbine, also known as T34). All of the 2,500 homologation cars included the water injection system under the rear passenger seat. This was non-functioning and was in place to demonstrate water injection capability for the Group A regulations. Due to high demand, Ford kept the large turbo version in production until June 1994 even though the homologation number of 2,500 had been fulfilled. From June 1994, the second generation model was produced featuring a smaller Garrett T25 turbocharger and a revised engine management system; the original Weber-Marelli IAW P8 installation was replaced by Ford EEC IV. The ignition system now came with a single coil per cylinder compared to the static ignition arrangement found in the original version (no distributor was used). To improve cooling, larger piston oil squirters were fitted. Although the peak power was reduced by 5 PS (6 bhp; 3 KW), these changes aided drivability for non-competitive use.

Diolch am 98,656,229 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

Thanks for 98,656,229 amazing views, every one is greatly appreciated.

Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-167

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

Bodyshell of 40173 at Perth yard

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

@Curioseum Willingen

@Ascension weekend Traction Avant Nederland 2022

1971 Range Rover.

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

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

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

Registration Number WGT 465 M (London SW)

MINI (BL) SET

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

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

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

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

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

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

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

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

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

The Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars (E-segment) produced by Italian car manufacturer Alfa Romeo from 1968 to 1977. Berlina is the Italian term for a saloon car. Both cars had Alfa Romeo twin cam inline-four engines; the 1.8-litre 1750 Berlina was made between 1968 and 1971, when it was phased out in favour of the improved 2.0-litre 2000 Berlina.

The 1750 Berlina was based on the existing Giulia saloon, which continued in production. The 1750 was meant to top the saloon range, above the 1300 and 1600 cc versions of the Giulia. In the United States, however, the Giulia saloon ceased to be available and was entirely replaced by the 1750 Berlina. The 1750 entered full production in South Africa in early 1969, later complemented by the 2000.

In contrast to the Giulia, the 1750s had reworked bodywork and bigger engine, shared many parts with other concurrent models in the Alfa Romeo range, but sold many fewer units during their production span.

The 1750 bodyshell had a longer wheelbase than the Giulia, and revised external panels, but it shared many of the same internal panels. The windscreen was also the same. The revisions were carried out by Bertone, and while it resembled the Giulia some of that vehicle's distinctive creases were smoothed out, and there were significant changes to the trim details. The car's taillights were later used on the De Tomaso Longchamp.

The Alfa Romeo 2000 Berlina was produced by Alfa Romeo between 1971 and 1977. The engine was bored and stroked out to 1,962 cc. A different grill distinguishes 2000 from 1750. Also, external lights were different between the models. The 1750 had 7 inch diameter outboard headlights, whereas the 2000 had 5 3/4 inch diameter in all four positions. The tail light clusters were also of a simpler design on the 1750.[8] With two carburetors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS (97 kW; 130 hp). Top speed was 190 km/h (118 mph) and 0-100 km/h (62 mph) acceleration took 9 seconds. Gearbox was 5-speed manual (also 3-speed automatic on some versions).

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.

1971 Range Rover.

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

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.

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

Alfa Romeo 2000 Berlina (Type 105 (1971-77 Engine 1962cc

Production 89,840

Registration Number KKL 853 N (Maidstone)

ALFA ROMEO ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623759785842...

The Alfa Romeo 1750 Berlina and Alfa Romeo 2000 Berlina (both 105 series) were executive cars designed by Bertone and first introduced in the guise of the 1750 Berlina in January 1968. 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., the 1750 had a reworked 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 was powered by a 1779 cc twin-carb engine of 118PS and hydraulic clutch.

The 2000 Berlina was added to the range in 1971 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. With two carburettors, this 2 litre Alfa Romeo Twin Cam engine produces 132 PS giving a 0-100 kmph (62 mph) of 9 seconds driving through its five speed manual gearbox.(also 3-speed automatic on some versions).

In 1977 the Alfetta 2000, a two-litre upmarket Alfetta version, replaced the 2000 Berlina.

Diolch am 84,008,135 o olygfeydd anhygoel, mae pob un yn 90cael ei werthfawrogi'n fawr.

Thanks for 84,008,135 amazing views, every one is greatly appreciated.

Shot 01.08-2021 in a car park at the Silverstone Festival 01.08.2021 Ref 149-009

Ford Cortina Mk.V (1979-82) Engine 1593cc S4 OHV

Registration Number KBD 45 Y (Northampton

FORD UK ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623665118181

The Cortina was launched just ahead of the 1962 London Motor Show, under the project name Archbishop, as either a 1198 cc or 1499 cc as a two or four door saloon or five door estate and the more sporting 1499 cc GT or the Lotus Cortina of 1600 cc Twin Cam. Its Cortina name was inspired by the the name of the Italian ski resort Cortina d'Ampezzo, site of the 1956 Winter Olympics. The Cortina remained in constant production over five generations from 1962-1982

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 body style was available up to Ghia V6 level on overseas markets).

Diolch am 94,407,504 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 94,407,504 amazing views, every one is greatly appreciated.

Shot 28.05.2022 at Smallwood Steam Rally. Cheshire REF 160-201

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.

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!

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.

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.

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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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

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)

en.wikipedia.org/wiki/Dodge_Coronet

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.

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

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

Pontiac Catelina (3rd Gen) 4 door Sedan (1965-70)

Engine 400 cu in (6600cc) V8

Registration Number KJC 231 G (Sir Gaernarfon - Carnarvonshire)

PONTIAC ALBUM

www.flickr.com/photos/45676495@N05/sets/72157623690516561...

The full sized Pontiac Catalina was completely revised for the 1965 fourth generation with more flowing sheet metal featuring Coke-bottle styling profiles and fastback rooflines on two-door hardtops. With wheelbases increased to 121 inches The 389 and 421 cubic-inch V8s received a number of revisions including thinner wall block castings. The standard engine for Catalina models is the 389 two-barrel rated at 256 horsepower, with three speed transmission, or 290 horsepower with Turbo Hydramatic transmission and higher compression Optional engines include a four-barrel 389 rated at 325 horsepower, with Turbo Hydramatic or 333 with stick shift, a Tri-Power 389 rated at 338 horsepower, a four-barrel 421 rated at the same 338 horsepower, 353 hp with Tri-Power or the 421 HO with Tri-Power and 376 horsepower

The 1966 full-sized Pontiacs received minor a facelifting of the '65 body with new grilles and taillight treatment and upgrade interiors

For 1967, Catalinas and other full-sized Pontiacs received a heavy facelifting of the '65 bodyshell with more rounded wasp-waisted body contours and fuller fastback rooflines, along with concealed windshield wipers Replacing the 389 and 421 V8s of previous years were new 400 and 428 cubic-inch V8s. The standard Catalina engine was a two-barrel unit rated at 265 horsepower with three-speed manual transmission or 290 horsepower (220 kW) with Turbo Hydramatic. For 1968, Catalinas and other full-sized Pontiacs received a minor facelifting of the '67 body with a new beak-nose split grille along with a return to horizontal headlights, and revised taillights. Engine offerings were similar to 1967 with revised horsepower ratings including 340 for the four-barrel 400, 375 for the 428 four-barrel and 390 for the 428 HO

Diolch am 94,719,946 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 94,719,946 amazing views, every one is greatly appreciated.

Shot 28.05.2022 at Smallwood Steam Rally. Cheshire REF 160-287

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.

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.

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.

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

Ford Lotus Cortina Mk.1 (1963-66) Engine 1558cc S4 DOC Production 4012

Registration Number OJH 717 D (Hertfordshire)

FORD UK SET

www.flickr.com/photos/45676495@N05/sets/72157623665118181...

The history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus, mainly because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy (a close friend and designer of the Coventry Climax engine and technical editor for Autocar) to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,499 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. Almost as soon as the engine appeared in production cars (Lotus Elan), it was replaced with a larger capacity unit of 1557cc

Whilst the engine was being developed, Walter Hayes (Ford) asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. The Type 28 or Lotus Cortina or Cortina Lotus (as Ford liked to call it) was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes. The major changes involved installing the 1,557 cc engine together with an Elan close ratio gearbox, he rear suspension was drastically altered and lightweight alloy panels were used for doors, bonnet and boot. Lightweight casings were fitted to gearbox and differential. All the Lotus factory cars were painted white with a green stripe (although Ford built some for racing in red, and one customer had a dark blue stripe due to being superstitious about green). The cars also received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille.

Initially, the engines were built by J. A Prestwich of Tottenham and then Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich where they had their own engine building facilities

To homologate the car for Group 2, 1000 were required to be built in 1963, and the car was duly homologated in September 1963. In the same month, in the car's first outing, in the Oulton Park Gold Cup, the car finished 3rd and 4th behind two Ford Galaxies, but beat the 3.8-litre Jaguars which had been dominant in saloon car racing for so long. Soon Ford were running cars in Britain, Europe, and the USA, with Team Lotus running cars in Britain for Ford, and Alan Mann Racing running cars in Europe, also on behalf of Ford. The Cortina Lotus was able to beat almost anything except the 7-litre V8 Ford Galaxies, and later, Ford Mustangs.

Diolch am olygfa anhygoel, 63,630,942 oblogaeth y Lloegr honno dros y Mynyddoedd

Thanks for a stonking 63,630,942 views

Shot 01.01.2018 at Brooklands, Weybridge, Surrey Ref 132-119

2H86 Leeds Carlisle. Class 158 Express in Northern Rail livery heads north on the S+C on a glorious summers day. The British Rail Class 158 Express Sprinter is a diesel multiple-unit passenger train (or DMU), built for British Rail between 1989 and 1992 by British Rail Engineering Limited (BREL) at its Derby Litchurch Lane Works. They were built to replace many locomotive-hauled trains, and allowed cascading of existing Sprinter units to replace elderly 'heritage' DMUs. The Class 158 is a two or three car diesel unit designed for regional express units. The bodyshells are aluminium with doors at each end of the passenger saloon. Each vehicle is fitted with a diesel engine supplied by Cummins or Perkins, powering a Voith hydraulic transmission driving both axles on the inner bogie. The engines were rated at 350 hp (260 kW) or 400 hp (300 kW) depending on the batch. Maximum speed is 90 mph (145 km/h). Most units were built with two coaches, but a batch of units contained an additional centre car for the busy Transpennine Route. Each vehicle is fitted with a BSI autocoupler at both ends, however only the cab ends have automatic electrical connecters. This allowed three car sets to be formed by inserting an additional driving car into a set with an adaptor for two different gangway sizes. Most units were built with standard class accommodation only, some Scottish based sets were fitted with a small first class section in one vehicle. Other sets were later retrofitted with first class accommodation. The passenger saloons are air conditioned, a first for regional trains in the UK. Toilets were fitted to both vehicles, one was wheelchair accessible (as defined at the time of construction) and one standard. A wheelchair space was provided in the passenger section closest to the accessible toilet. Luggage racks were fitted at each end of the saloon, with one able to be locked for mail and parcels.

TVR Tasmin 350i (1984-89) Engine 3528 cc V8 OHV

Production (approx) 100

Registration Number B 8 WEG (Vehicle related cherished number - WEG, Wedge)

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 92,081,060 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

Thanks for 92,081,060 amazing views, every one is greatly appreciated.

Shot 17.04.2022 Weston Park (Classic Car Show), Weston-under-Lizard, Salop 157-372