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Alfa Romeo 8C Competizione (2007-09) Engine 4691cc V8 Production 500
ALFA ROMEO SET
www.flickr.com/photos/45676495@N05/sets/72157623759785842...
First shown as a concept at the 2003 Frankfurt Motorshow the intent to build a limited run of 500 was announced at the 2005 Paris Motor Show. The production version is similar to the concept, with small variations, the most noticeable exterior difference being the rear hinged hood. The bodyshell is carbon fibre and produced by the ATR group, it is mated to an all steel chassis mad by Italian company ITCA Produzione with final assembly at the Maserati factory in Modena.
The car uses the platform and powertrain of the Maserati Gran Tourismo with the engine assembled by Ferrari. The V8 has variable timing valves and produces an output of 450 PS. Transmission is a six speed transaxle gearbox with computerised gear selection by means of levers behind the steering wheel.
The 500 cars were released as follows
USA 90 United Kingdom 40
Italy 80 Switzerland 35
Germany 80 Others 65
Japan 70
France 40 Total 500
Shot at the Classic and MPH Show, NEC, Birmingham 13.11.2010. Ref 66-009
Sold for £ 5.500
The Jaguar Land-Rover Collection
Brightwells Auctions
Bicester Heritage
Buckingham Road
Bicester
Oxfordshire
England
March 2018
The Austin/Morris 1100 range was an instant hit. Its Pininfarina styling was very up-to-the-minute and its clever Hydrolastic suspension made it ride even better than its sophisticated European competition. Issigonis had another hit on his hands.
So impressed was Fred Connolly (owner of the famous leather firm) with the ride and comfort of the humble 1100 that he approached Vanden Plas (one of his main customers) with the idea of introducing a limousine in miniature - based on the 1100.
The idea was enthusiastically embraced and the new model launched at the 1963 Earls Court Motorshow. Eventually nearly 40.000 Princess 1100/1300s were to be produced, initially from Longbridge, but latterly from Vanden Plas themselves where they took an MG bodyshell complete with twin carb 55bhp engine and painted, coach-lined and trimmed the car to their normal high standard. Complete with full Connolly leather interior, lashings of burr walnut to the dash and doors, picnic tables and the oversized Vanden Plas grille at the front, the recipe was complete.
This stunning 1968 model comes to us with only a current V5C in the way of paperwork. An MOT check shows it was last tested in 2012, so it will no doubt need some careful servicing before venturing forth once more, having covered barely 30 miles since then.
A quick look at the car confirms that its indicated mileage of just 16.873 is very likely to be correct, although as we don’t know for sure, it is only guesswork based on its condition.
We have not attempted to start it since it has been on-site, a job which its lucky new owner can look forward to when they get it home.
With top examples heading east to Japan where they can't get enough of these clever little limousines, prices have sky-rocketed of late, but you never know, it's offered a no reserve so there’s always that chance.
Classic Days Schloss Dyck 2018 - Driven by Dave Marcis, a NASCAR legend and the last team owner without manufacturer support. Frame is from 1979, bodyshell from 1985. 5.7 litre V8, max. 850PS, detuned 650PS.
Rear window removed from the 1991 Volvo 240 DL. Thanks to long use of the same basic bodyshell it should fit my 1984 244.
I brought my ice-cream bucket of tools along but only needed that red one - a baseboard pry bar.
Spotted on visit to Bridport Porsche Specialists Marque 21. www.marque21.co.uk/
Many thanks to Kieron & Samie for organising the visit :-))
Rear of the 9.42 to Swansea.
From Wikipedia
The British Rail Class 800 is a type of bi-mode multiple unit used in the United Kingdom on the Great Western Main Line since October 2017. They use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built Hitachi since 2014. They are also very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.
The units are also due to enter service on the East Coast Main Line from May 2019, under the brand name "Azuma. This date was originally earlier, but following delays in type testing and concerns over the safety of interconnecting electrical cables between the coaches, the date had to be changed.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are part of the Intercity Express Programme (IEP). The train is part of the Hitachi AT300 product family. Train operating companies have also given the train separate brands. On Great Western Railway, they are known as Intercity Express Trains (IET) and when they enter service with London North Eastern Railway, they will be known as Azumas.
The Citroën AX is a supermini car which was built by the French manufacturer Citroën from 1986 to 1998. It was launched at the 1986 Paris Motor Show to replace the Citroën Visa and Citroën LNA.
Development of this model started in 1983, and it was initially also going to form the basis of a sister model from Talbot to replace the Samba; however, the falling popularity of the Talbot brand - coupled with the huge success of the new Peugeot 205 - had led to Peugeot deciding to axe it by the time the Citroën AX was launched, and so the Talbot version never made it into production.
With the final demise of the classic Citroën 2CV in 1990, the AX became the smallest model in the Citroën range.
The car was very economical, largely because of excellent aerodynamics for its class of car (drag coefficient of 0.31) and a very light weight of 640 kg (1,411 lb) for the basic version. This was due to the extensive use of plastic panels in non-load bearing areas and varying the thicknesses of steel in the bodyshell to be the minimum needed to take required loads
In 1989, a naturally aspirated diesel AX, using the 1360 cc, all aluminium alloy TUD engine, managed a figure of 2.7 litres per 100 kilometres (100 mpg‑imp; 87 mpg‑US), totalling over 1,000 miles (1,609 km) from Dover to Barcelona. This was the longest ever distance travelled on 10 imp gal (45.5 L; 12.0 US gal) of fuel and earned it a place in the Guinness Book of Records as the most economical production car.
Posted for a bit of personal "photo therapy".
Shunted at a roundabout on a sunny Sunday afternoon. Almost certainly to be written off due to bodyshell distortion.
Driver fine, apart from neck pain and seat recline collapse.
The impact point seems very localised, almost like a motorbike wheel impact. The other party (Ah! Insurancespeak!) was driving a recent Vauxhall Corsa which ended up something of a mess, plus the lady had injuries from an airbag.
Ho-hum. All a bit sad, as this car meant a lot to us, a symbol of my daughter's new-found independence and confidence. Plus, as all DIY mechanics know, working on an old vehicle creates a certain bond which is painful to break. Maybe this is stronger when it's dad maintaining daughter's car.
Tribute MX250 *(1993) Engine 1899cc S4
Registration Number L 69 MEP
Not 100 per cent, but i believe this is a Tribute Automotive MX250> Tribute are based in Doset and among other models supply conversion kits to transform Mazda MX5 Mk.1s and Mk.2s to this 250GTO Ferrari lookalike.
The GRP kit is a straight forward replacement of body panels and addition of cover panels to a Mk I Mazda MX5 bodyshell. The kit can also be fitted to the MX5 Mk2 with some modifications to the kit panels.The conversion retains the full monocoque bodyshell, running gear, doors and glass of the base vehicle. The finished car is hence exempt from IVA. The self build kits, are priced from £4000.
*1993 is the date of the donor car
A Big thankyou for an incredible 24 Million views
Shot 04:05:2014 at the Donington Historic Festival REF 102-132
Jensen Interceptor I (1966-68) Engine 6276cc V8 OHV Production 22
Registration Number VRT 11 G
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.
Shot at The Enfield Pagaent 30.05.2010 Ref 69-248
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Superleggera (Italian: "super light") is an automobile construction technology .
The name was coined in 1937 by the Italian coachbuilder, Carrozzeria Touring.
Unlike the monocoque and body-on-frame methods widely adopted by the 1950s, Superleggera cars use a frame of metal tubes as a full-body frame which closely follow the shape of the car.
These are then covered with body panels, made of aluminium alloy. The Superleggera frame tubes are too small and of unsuitable material for mounting suspension components. This distinguishes it very clearly from spaceframe construction where no separate chassis is required.
The Superleggera construction method was primarily based on the use of 'Duraluminium', which originated from the zeppelin industry before World War I.
Carrozzeria Touring sold a Superleggera license to Aston Martin, who used it for their DB4, 5 and 6 models.
Corrosion resistancer:
Where the dissimilar metals of the aluminium bodyshell and the steel tubes are touching, they will begin galvanic corrosion unless this is prevented, usually by intervening pastes or non-conductive shims.
Car makers such as Bristol, who had past experience in the aircraft industry, were more successful in countering this corrosion than others.
source: en.wikipedia.org/wiki/Superleggera
The second generation of the Impala after the original Bel Air, the Impala for the 1959 showed heavy redesigns, sharing bodyshells with lower-end Buicks and Oldsmobiles as well as with Pontiac as part of a GM economy move. As a result, the Chevrolet's wheelbase was 1-1/2 inches longer, used a new X-frame chassis, had a roof line that was three inches lower, a body that was two inches wider, and its curb weight increased. Its tailfins protruded outward, rather than upward and taillights were a large "teardrop" design at each side.
The Impala became a separate series, adding a four-door hardtop and four-door sedan, to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4,640 cc), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5,700 cc) V8 up to 315 hp (235 kW). Standard were front and rear armrests, an electric clock, dual sliding sun visors, and crank-operated front vent windows. A contoured hooded instrument panel held deep-set gauges. A six-way power seat was a new option, as was "Speedminder", for the driver to set a needle at a specific speed and a buzzer would sound if the pre-set was exceeded.
The 1960 Impala models reinstated three round taillights on each side, a nonfunctional front air intake scoops, and a white band running along the rear fender.
The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The carbureted Turbo-Fire 283 cu in V8 could have either 170 or 230 hp (130 or 170 kW). The 348 cu in was available in 250 to 320 hp (190 to 240 kW) with a 350 hp (260 kW) Super Turbo-Thrust Special with triple two-barrel carburetors, 11.25:1 compression ratio, and dual exhausts. Fuel injection was no longer an option on full-size Chevrolets. New to the options list was speed and cruise control.
Production was 490,000 units.
Right-hand drive cars were made in Oshawa, Ontario, Canada, for New Zealand, Australia, and South Africa and assembled locally from CKD or SKD kits. The right-hand drive dashboard was a mirror image of the 1959 Chevrolet panel and shared with equivalent right-hand drive Pontiac models. Australian models were assembled by hand on the GMH Holden assembly lines.
There is absolutely no mistaking the Maisto AllStars heritage of this Bburago branded 1971 Chevrolet Camaro Z28 with its slightly bloated body and Muscle era intentions.
Not a vehicle really suited to the old Italian brand of Bburago but has been used as a necessity to beef up its line up for various European markets. Its very nearly a good casting which has been let down a little by overly plastic grey wheels and a bodyshell which looks like its eaten one too many cheeseburgers! Glossily finished though and complete with opening bonnet. Part of a five vehicle set found recently in France. Mint and boxed.
Jensen Interceptor II (1969-71) Engine 6276cc V8 OHV Production 693
Registration Number KRX 163 H
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 Mark II shared the same Chrysler engine as the original Interceptor but offered revised front styling and ventilated disc brakes
Shot at The Enfield Pagaent 30.05.2010 Ref 69-246
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Porsche 993 (911) Carrera 4S Auto (1993-98) Engine 3600cc Flat 6
Registration Number G 9 HJK (Brighton for Hastings)
PORSCHE ALBUM
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 wheel arches 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 litre 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
Diolch am 99,207,949 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.
Thanks for 99,207,949 amazing views, every one is greatly appreciated.
Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-350
FGW's efforts to increase the number of seats in HST sets resulted in some conversions to a composite layout featuring both First and Standard class seating. A not entirely new idea even for the mark lll bodyshell as Scotrail did similar with their push / pull rakes in the early 80's. Nonetheless it remains a relative rarity in the railway scene today with FGW being the only operator of composite mark lll's at this time.
Taken 23/10/19 at a foggy Bath Spa Station: According to Wikipedia the Classs 800s are "... a type of electro-diesel train used in the United Kingdom, based on the Hitachi A-train design. They have been built by Hitachi since 2015. The first units entered service on the Great Western Main Line (GWML) in October 2017, and will enter service on the East Coast Main Line (ECML) from December 2018.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are known as IETs (Intercity Express Trains), as part of the Intercity Express Programme (IEP). They have been named Azuma, meaning East in Japanese, by future operator Virgin Trains East Coast."
First Greater Western Limited, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that operates the Greater Western railway franchise
Chassis no. AMWS R7 DP 001
Sold for £23,000 inc. premium
Footnotes
The car offered here is one of the DB7 prototypes used as a test mule for the soon to be introduced 6.0-litre V12 engine that debuted in the exciting new Vantage model in March 1999. The first of its kind in a production Aston Martin, this state-of-the-art, all-alloy, quad-cam, 48-valve unit produced 420bhp and 400lb/ft of torque while meeting all current and projected emissions regulations. There was a choice of two alternative transmissions: a new six-speed manual or ZF five-speed automatic with manually selectable ratios. A top speed of 185mph was claimed for the Vantage coupé.
The existing six-cylinder DB7 bodyshell was re-engineered to accommodate the new V12 engine/transmission package, resulting in a stiffer structure exceeding all contemporary crash test requirements, while the suspension was developed specifically for this new model. The 15" diameter wheels too were unique to the Vantage, which also featured cross-drilled and ventilated Brembo brakes equipped with ABS.
Notwithstanding all the DB7 Vantage's high-tech attributes, its makers had not lost sight of customer expectations of what constituted an Aston Martin. Thus the Vantage's hand crafted interior featured traditional Connolly hide upholstery and could be trimmed and equipped to individual customer requirements. All the usual luxury fittings came as standard while clients could choose from an extensive list of options.
'DP 001' was acquired by the current owner in December 2004 in a condition very similar to that in which it is presented today. The DB7 was sold via the Stratton Motor Company in Norfolk strictly on the understanding that it could not be road registered and was to be used as the basis of a track car only. The same applies today. At the time of acquisition the Aston was supplied as a non-runner but came with its drivetrain of engine, gearbox, prop shaft and differential, all of which are in the car today. Recent works include powder coating the wheels; application of racing roundels; tidying up the interior; and the installation of windows. Presently a non-runner and sold strictly as viewed, it nevertheless affords the prospect of owning a 'DP' car that would be very competitive in the AMOC racing series
Fourth highest price of the day.
1965 Ferrari 275 GTS
Sold for US$1,586,250 inc. premium
From the catalog:
Coachwork by and Design by Pininfarina
Chassis no. 07767
Engine no. 07767
3,286cc SOHC All-Alloy V-12 Engine
6 Weber Twin-choke Carburetors
260bhp at 7,000rpm
5-Speed Manual Transaxle
4-Wheel Independent Suspension
4-Wheel Hydraulic Disc Brakes
*Matching numbers example, quipped with rare and desirable factory hard top
*Exceptionally well-presented example with less than 45,000 original miles
*Desirable US-delivered example, imported new by famed Ferrari agent Luigi Chinetti
*Restoration carried out by noted restorers MPI Motion Products and North Coast Exotics
*Accompanied by original books, tools, Massini report and restoration records
THE FERRARI 275 GTS
There had been open-top Ferrari road cars before the advent of the 250 series, but it was, chiefly, Pininfarina's offerings on the later chassis that established the convertible as a fixture of the Ferrari range. After the experimentation and variety which characterized the coachwork of the 250-series cars, the arrival of the 275 in 1964 brought with it bodywork being manufactured by Pininfarina themselves, with a considerably improved build quality. The chassis followed Ferrari's established practice, incorporating a multi-tubular frame tied together by oval main tubes, and for the first time on a road-going Ferrari there was independent rear suspension, this setup employing a double wishbone and coil-spring arrangement similar to that of the 250LM sports-racer. The adoption of a rear-mounted five-speed transaxle combining the now all-synchromesh gearbox and differential in a single unit helped improve weight distribution, and this feature would characterize future generations of front-engined Ferrari road cars.
By the mid 1960s, Ferrari's road cars were beginning to lose some of their rougher edges and take on a more luxurious mien. The 275 GTS's interior is notable for its generously sized seats and wood veneer dashboard, the latter appearing for the first time in a Ferrari. Even the most sybaritic of customers, though, would acknowledge that the driving experience is the raison d'ętre of Ferrari ownership, and in this respect the 275 GTS had lost none of its predecessors' aggressive charm. Car & Driver magazine had this to say: "Since the engine is heir to a V12 tradition that's gone on for almost twenty years, it's only natural that it should be the dominating factor in the car's personality, and that the whole car should have been developed around the engine and its own unique character. You can feel it as much as you can hear it. It has a taut, powerful rush of response that comes to you through the seat of your pants, through the steering wheel rim. The instant the clutch is engaged, the chassis takes on life and begins to move as a unit with the engine, it's an all-in-one-piece sensation that you normally feel only in racing cars, one that's unique to the Ferrari among normal passenger vehicles today."
THE MOTORCAR OFFERED
This remarkable, matching numbers example of the timeless Ferrari 275 GTS benefits from a concise and well-researched chain of ownership - including a documented 33-year period of care by one devoted owner - in addition to a spectacular restoration performed by the Ferrari specialists at Motion Products (MPI) and North Coast Exotics.
According to research complied by marque expert Marcel Massini, chassis no. 07767 is the 137th of the just 200 275 GTS examples built. The chassis was sent to Pininfarina for Spider coachwork in June of 1965, and the luxurious motorcar was completed at the Maranello Ferrari Works presumably during August of 1965, having completed its engine assembly by Ferrari foreman Mr. Amos Franchini. The 275 GTS had the exterior finished in 'Argento 20265' silver metallic, while the interior was trimmed in 'Nero Franzi' black leather. The car was configured as a left-hand drive, US-market example, with speedometer in miles-per-hour. 07767 is believed to have been fitted with the rarely optioned hard top from new, as sold with the car today.
The new 275 GTS would make its way Stateside right away, being delivered to legendary Ferrari importer and 24 Hours of Le Mans Winner Luigi Chinetti and Chinetti Motors in September of 1965. Chinetti is recorded as having sold the new Ferrari to its first owner in November of 1965. By 1972, the car was owned a Mr. Thomas W. Donahoe of Houston, Texas, before being acquired by Mr. Charles H. Noble, Jr of San Antonio, Texas, in who's devoted ownership the exotic Ferrari 275 GTS would remain for the next 33 years. By the 2000s, Mr. Noble would have noted Ferrari restorer Bob Smith Coachworks of Gainesville, Texas re-paint the car in red, a very common Ferrari color at the time, in addition to other light restoration work. The 275 GTS would leave Mr. Noble's devoted custodianship in 2012 - at which point Mr. Noble was 86 years old - when renowned classic car dealership Fantasy Junction brokered the Ferrari to the consignor, a noted Ferrari collector from Ohio. The car had just 42,490 miles recorded on the odometer at the time and was sold with its rare factory hard top. In 2014 the Ferrari would make an appearance at the XXII Palm Beach Cavallino Classic held at The Breakers Hotel and was shown later that year at the Amelia Island Concours d'Elegance.
During 2017 and 2018, the consignor entrusted his rare and desirable, matching numbers Ferrari 275 GTS to his preferred Ferrari restoration shops with a restoration of the car in mind. The specialists at Motion Products (MPI) - at the time with the late Wayne Obry at the helm - completely stripped the Pininfarina-built Spider coachwork in order to properly change the exterior color to the stunning 'Blu Ferrari 20-A-180' dark blue color seen on the car today. Photos taken of the car in bare metal shows a very clean and unhurt bodyshell, with no signs of past accidents or serious rust issues. Additionally, MPI would retrim the sporty 2-seater cockpit in lovely Tobacco-colored leather hides, while installing new Wilton carpets in dark blue, matched by a fresh dark blue Spider convertible top. The factory hard top was also refinished at the time in neatly contrasting black paint. North Coast Exotics would take on the mechanical aspects of the restoration, by completely stripping and rebuilding the original matching numbers Type 213 V12 engine with new pistons, in addition to rebuilding the 5-speed transaxle and restoring the chassis, brakes and suspension. A period-correct 6-carburetor set up featuring 12 individual velocity stacks was fitted, a very rare factory option believed to have been fitted to just four 275 GTS examples from the Ferrari factory. The original Weber 40DCZ6 3-carburetor set up with the original F.I.S.P.A airbox and intake manifolds is offered along with the car, should one wish to go back to the stock configuration.
Still displaying the rewarding benefits of the expert restoration, this outstanding 275 GTS has just 44,975 original miles recorded on the odometer at the time of cataloging. The car is thoroughly documented with Marcel Massini's comprehensive report, a stack of invoices reflecting the work MPI and North Coast Exotics carried out in addition to a leather binder containing receipts and documentation from Mr. Noble's ownership. The original tool kit, jack, owner's manual, and the previously mentioned factory hard top - one of an estimated just 20 examples made - is also offered with the 275 GTS. Presented in the lovely period-appropriate livery of Blu Ferrari over Tobacco and fitted with Borrani wire wheels shod on Michelin XWX tires, the Ferrari looks just right. Offering the visceral appeal of open touring at vintage driving events - or running with the rare and desirable factory hard top fitted - this beautiful matching numbers 275 GTS model from the most successful era of Ferrari production would complement any collection of sports cars or open grand tourers.
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It's Bonhams day!
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This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.
A series of photographs documenting the release of GB Railfreight's Class 92, 92 044 "Couperin" from the Wabtec Brush works at Loughborough. 044 had spent exactly 14 months there for overhaul, reliability mods and new wheelsets. The assisting locomotive was a fellow Brush Traction machine, Class 60, 60 002 "Graham Farish 50th Anniversary 1970-2020".
The 60 had also been out of traffic for more than a year after a turbo fire. The Covid-19 pandemic had delayed repairs and then some additional mods were done as well as its immaculate repaint - the first GBRf loco repainted at DB Cargo's Toton depot.
This was the 60's first working for GBRf after its long spell in Toton and also its first run on the main line sporting its recently received new name commemorating the 50th Anniversary of Graham Farish.
This was also the first time two of GB Railfreight's Brush "cousins" - the Class 60 and Class 92 - had been together. The locos share a common bodyshell design, built by Procor in Wakefield, and have other similar components.
Potentially most historically of all, though - with the subsequent announcement the Brush Traction works are due to close by the end of the year - there's a good chance this was the last time a Class 60 will visit the place where the 100-strong class were built in 1989-1993.
GB's sole active grey 92 had lost its tunnel rings and Crewe Electric depot plaques whilst in Brush, but there are rumours of a new livery to come in due course. However, that won't be before it gets back to earning some coin for its owners (and DB!) with a brief visit to Crewe for a test run, before heading to Dollands Moor to resume tunnel duties.
60 002 ran from Toton as 0Z60 08:45 Toton TMD to Loughborough Brush, then moved 92 044 to Crewe ETD on 0Z61 09:58 Loughborough Brush to Crewe ETD, before the 60 then ran on solo to resume biomass duties on 0Z62 13:09 Crewe ETD to Tuebrook Sidings.
From Wikipedia:
en.wikipedia.org/wiki/Mercury_Cougar
Mercury Cougar is a nameplate applied to a diverse series of automobiles sold by the Mercury division of Ford from 1967 to 1997 and from 1999 to 2002. While the nameplate is most commonly associated with two-door coupes, at various times during its production, the Cougar was also marketed as a convertible, four-door sedan, station wagon, and hatchback.
With 2,972,784 examples produced, the Cougar is the highest-selling nameplate ever produced by the Mercury brand; its 34-year production is second only to the Grand Marquis in the Mercury model line (produced for 36 years). During the 1970s and 1980s, the Cougar was closely tied to the marketing of the Mercury division; Mercury advertised its dealers as "The Sign of the Cat" with big cats atop Lincoln-Mercury dealer signs. In line with the Cougar, several animal-related nameplates were adopted by the division, including the Bobcat, Lynx, and Sable.
The Mercury Cougar was introduced by the Lincoln-Mercury division of Ford on September 30, 1966. Far exceeding initial sales projections, the Cougar accounted for nearly 40% of 1967 Lincoln-Mercury sales. The Cougar received the 1967 Motor Trend Car of the Year award (the first Lincoln-Mercury vehicle to do so).
The Lincoln-Mercury counterpart of the Ford Mustang, the Cougar was initially introduced as a two-door hardtop. The base price of a Cougar was US$2,854 ($22,765 in 2020 dollars) ($284 ($2,265 in 2020 dollars) more than a Mustang hardtop); a fully-optioned XR-7 cost US$4,500 ($35,894 in 2020 dollars) (essentially matching the base price of a Thunderbird).
For 1971, Lincoln-Mercury released the second-generation Mercury Cougar. Seeking more direct competition for the model line, the division largely benchmarked the Cougar against the numerous GM A-body coupes, placing the Cougar in competition with the Oldsmobile Cutlass Supreme. While again sharing much of its bodyshell with the Ford Mustang, the Cougar began to transition away from its role as a "plush pony car", deriving aspects from both sports cars and luxury cars.
Similar in size and performance, the Cougar overshadowed the Mercury Cyclone intermediate coupe, leading Mercury to phase out the latter model line during 1972. Slightly smaller than the 1964 Mustang, the imported Capri (not officially badged as a Mercury) began to succeed the Cougar within Lincoln-Mercury as a sporty car.
The second-generation Cougar is the final version derived from the Ford Mustang and the final version offered as a convertible. A light blue/white 1973 Cougar XR-7 convertible was the "last" convertible assembled by Ford Motor Company as American manufacturers ended assembly of convertibles during the 1970s in anticipation of increased rollover safety standards.
Photo by Eric Friedebach
Bel-Air four-door hardtop sedan added as mid-year offering in 1959. Also shown is locally-owned 1960 Impala convertible. Though the 1959-60 Chevrolets had wider bodies than their 1958 counterparts, they rode on the same X-frame chassis as the '58s so the wheels were tucked well into the body, which was a great contrast from that year's "Wide Track" Pontiac which used the same basic bodyshell as the Chevy but with the wheels spread out almost to the width of the body.
Ashley Laminates Ltd was a company set up by Peter Pellandine and Keith Waddington in 1955 to produce fibreglass body shells for car conversions and in 1956 Peter founded Falcon Shells Ltd. The advert above features The Ashley Sportiva Coupé whose fibreglass shell came in two forms as either the open-top Roadster or the covered Coupé. Both versions could be fitted onto the Ford Prefect E93A (1172cc) chassis or a modified form of chassis specially constructed from Ford parts. ‘The Ashley 1172’ conversion kits were launched in November 1960 and remained in production until 1962.
.
ashleysportiva.weebly.com/ashley-bodyshell-models.html (Ashley Laminates car models).
en.wikipedia.org/wiki/Ashley_(automobile) (Ashley Laminates).
Porsche 911 Carrera RS (1973-74) Engine 2808cc Production 48
Registration Number YYY 568 M
PORSCHE SET
www.flickr.com/photos/45676495@N05/sets/72157623690528015...
The RS was built so that Porsche could enter racing formulae that demanded acertain number of road cars of the same specification were built for homologation purposes. The RS (Rennen Sport) was originally introduced with a 2687cc engine developing 210bhp with Bosch (Kugelfischer) MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and arches. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class.
49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).
Shot at the Masters Historic Festival, Oulton Park 17:03:2012 Ref 82-193
The Austin Allegro is a small family car that was manufactured by the Austin-Morris division of British Leyland (BL) from 1973 until 1982. The same vehicle was built in Italy by Innocenti between 1974 and 1975 and sold as the Innocenti Regent. The Allegro was designed as a replacement for the Austin 1100 and 1300 models.
It was built and sold by British Leyland alongside the hatchback Austin Maxi (launched in 1969) and the 1971 rear-wheel-drive Morris Marina. All three were eventually replaced by the Austin Maestro in 1983.
British Leyland used a saloon design for the Allegro rather than a hatchback, as the company had decided that the Austin Maxi should have a hatchback as its unique selling point.
The Allegro used front-wheel drive, with 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).
The Allegro was assembled by Innocenti in Italy where it was badged as the Innocenti Regent.
Stylistically, it went against the sharp-edged styling cues largely led by Italian designer Giorgetto Giugiaro that were becoming fashionable, and featured rounded panel work.
Waiting to leave Platform 3.
From Wikipedia
The British Rail Class 800 is a type of bi-mode multiple unit used in the United Kingdom on the Great Western Main Line since October 2017. They use electric motors for traction, but in addition to operating on track with overhead electric wires, they have diesel generators to enable them to operate on unelectrified track. Based on the Hitachi A-train design, the trains have been built Hitachi since 2014. They are also very similar to the Class 802 units, which have uprated diesel engines and larger fuel tanks.
The units are also due to enter service on the East Coast Main Line from May 2019, under the brand name "Azuma. This date was originally earlier, but following delays in type testing and concerns over the safety of interconnecting electrical cables between the coaches, the date had to be changed.
These trains are being assembled at the Hitachi Newton Aycliffe facility, alongside the related Class 801 electric multiple unit, from bodyshells shipped from the Kasado plant in Japan; no body construction takes place in the UK.
The Class 800 units are part of the Intercity Express Programme (IEP). The train is part of the Hitachi AT300 product family. Train operating companies have also given the train separate brands. On Great Western Railway, they are known as Intercity Express Trains (IET) and when they enter service with London North Eastern Railway, they will be known as Azumas.
1962-1977 Alfa Romeo Giulia (960,567 were produced) + Gorgeous looks + fun to drive + endlessly tuneable + values continue to rise. The first 1962-1965 Giulias were updated Type 101 Giuliettas, suitably rebranded to ally correctly with the new Type 105 Berlina, launched at the same time. The Touring Giulia Spider was a 101-series car, as was the first Giulia Sprint coupé. These cars are seriously rare today. The 1962 105-Series Giulia Berlina was just as interesting as the glamourous coupe. It has a very sporting drive, with the same mechanical layout and gutsy engines as the coupe. The Giulia was a massive success when new. In 1964 the Sprint GT revolutionised Alfa Romeo, defining it as a maker of superb sporting coupes, convertibles and saloons. The ‘step front’ Giulia Sprint GT coupé was the defining Alfa of its era - and remains very much in demand because of its excellent dynamics and ease of tuning. When launched, the twin-cam 1600 versions were quick from the box. But the ultimate Giulia (aside from the special TZ and TZ2) was the 1965-'69 GTA. It was light and special, thanks to the extensive use of aluminium body panels, and much lower production volumes. This GTA was built for racing. The A in its name means Alleggerita, Italian for 'lightened', and even the sump, camshaft cover, timing cover and clutch housing were replaced by featherweight magnesium alloy items, just to save extra kilos. For additional performance, the engine gained a new twin-plug cylinder head. Throughout its long life, the Giulia continued to be developed. The 1966 GT Junior was a new entry-level model. In 1972 a 1600 Junior was introduced to close the gap in the range to the 2000 GTV. In 1967, the Giulia range was treated to a mid-life facelift to become the Nuova Giulia. The Giulia Sprint was facelifted to become the 1750 GTV coupé. It retained the original GT bodyshell but gained a quad-headlight front end and cleaner external trim details (as well as losing the step-front). These later models are considered to be the easiest cars to live with.
The BREL built Class 321's of the early 1990's were one of the final EMU designs using the BR MK3 bodyshell that had seen use through the 1980's in EMU designs from Class 317 onwards. Originally used on the WCML they have had a presence on the Great Eastern for a number of years now.
On 17th May 2019 Class 321 321342 is seen heading a peak time train between London Liverpool Street and Southend Victoria on approach to Shenfield.
The car that turned Rover from big cars for fat cats into a fully-fledged mainstream manufacturer, the R8-series 400.
Based on the Honda Concerto but with mostly Rover engines (the then-state of the art K-series), except the 1.6 litre (which was the D-series Honda unit) the R8 sold millions. This 420 had the early and ytroublesome 2.0 M16 engine, a twincam development of BL's old O-series unit.
I first took more notice of these machines after seeing the Stig rag a '92 416GTi around the TG test track - these had the 16v CRX engine in them and had all the screaming, high-revving character of the Honda wrapped in a classier bodyshell.
The last of this generation of XJ to be built with a six-cylinder engine, although the XJ12 continued in production until 1992 due to difficulties re-engineering the XJ40 bodyshell to fit the V12 engine.
LOCATION:- Derby Litchurch Lane
DATE:- 18.06.2001
'Networker Classic' prototype, what would of been the BR class 424 seen here stored at Litchurch Ln Works in Derby.
This vehicle was originally a 4-CIG driving trailer 76112. The "Networker Classic" concept involved rebuilding Mark 1 design Southern Region EMUs of Classes 411, 421 and 423 to meet current crash-worthiness standards. This involved building a new bodyshell on the existing chassis, but keeping the original electrical and motor equipment. Therefore, the aim was to produce a 'new' unit at one quarter the cost of manufacturing a train from scratch. The rebuilt units would have had a life of at least fifteen years, thus saving considerable amounts of money when replacing old stock. However, for some reason the project was not successful, and train companies turned to new-build trains of Classes 375, 376, 377, 444, 450, 458, and 460 from various manufacturers.
From Bonham's catalogue:
Sold for £2,070 inc. premium
Footnotes
Its styling inspired by Raymond Loewy's Studebakers, an entirely new range of cars was introduced by the Rootes Group in the mid-1950s, the first arrival with this new look being the Sunbeam Rapier. A two-door sports saloon, the latter was announced in 1955, in advance of its Hillman and Singer siblings. Whitewall tyres and a chromed waistband dividing the two-tone colour scheme were obvious transatlantic influences, while the Rapier's pillar-less bodyshell and unique wind-down rear quarter window made for the ultimate in fresh-air motoring this side of a full convertible. Styling changes, mechanical improvements, and larger and more powerful engines were introduced as the Rapier progressed through Series I to V over the next ten years.
The Rapier played an important part in Rootes' competition programme, achieving some notable successes both in circuit races and on the 'rough stuff'. The car was first raced in Series I form in the 1956 Mille Miglia but rallying was its true forte, as demonstrated by an impressive tally of class wins and team awards extending into the 1960s. In 1958 Peter Harper finished 5th in the Monte and won the RAC Rally outright, while Paddy Hopkirk finished in 3rd place on the 1959 Alpine event. The Tour de France was another event in which the Rapier excelled, as exemplified by a commanding 1, 2, 3 class finish in 1962.
The overdrive-equipped Rapier offered here is an example of the Series IV, introduced in October 1963, which featured a more powerful version of the existing 1.5-litre engine and, from October 1964, an all-synchromesh gearbox. Other significant changes included 13" wheels and a diaphragm clutch. Owned by the current vendor for a number of years, '452 GYU' has been used periodically for rallies/shows and has been driven by his wife. Described as in generally good condition, with original interior, the car is offered with sundry bills, current MoT/tax and Swansea V5. A Holbay modified engine is the only notified deviation from factory specification.
Lot heading
1964 Sunbeam Rapier Series IV Saloon
Registration no. 452 GYU
Chassis no. B/3300791/OD/HHO
Engine no. B/3300791/OD/HHO
The Austin-Healey Sprite is a small open sports car which was produced in the United Kingdom from 1958 to 1971. The Sprite was announced to the press in Monte Carlo by the British Motor Corporation on 20 May 1958, just before that year's Monaco Grand Prix. It was intended to be a low-cost model that "a chap could keep in his bike shed", yet be the successor to the sporting versions of the pre-war Austin Seven. The Sprite was designed by the Donald Healey Motor Company, with production being undertaken at the MG factory at Abingdon. It first went on sale at a price of £669, using a tuned version of the Austin A-Series engine and as many other components from existing cars as possible to keep costs down.
In 1961 the Sprite was joined by a badge-engineered MG version, the Midget, reviving a model name used by MG from the late 1920s through to the mid 1950s. Enthusiasts often refer to Sprites and the later Midgets collectively as "Spridgets."
The little Sprite quickly became affectionately known as the Frogeye in the UK and the Bugeye in the US, because its headlights were prominently mounted on top of the bonnet, inboard of the front wings. The car's designers had intended that the headlights could be retracted, with the lenses facing skyward when not in use; a similar arrangement was used many years later on the Porsche 928. But cost cutting by BMC led to the flip-up mechanism being deleted, therefore the headlights were simply fixed in a permanently upright position, giving the car its most distinctive feature. The body was styled by Gerry Coker, with subsequent alterations by Les Ireland following Coker's emigration to the US in 1957. The car's distinctive frontal styling bore a strong resemblance to the defunct American 1951 Crosley Super Sport. 48,987 "Frogeye" Spriters were made.
The problem of providing a rigid structure to an open-topped sports car was resolved by Barry Bilbie, Healey's chassis designer, who adapted the idea provided by the Jaguar D-type, with rear suspension forces routed through the bodyshell's floor pan. The Sprite's chassis design was the world's first volume-production sports car to use unitary construction, where the sheet metal body panels (apart from the bonnet) take many of the structural stresses. The original metal gauge (thickness of steel) of the rear structure specified by Bilbie was reduced by the Austin Design Office during prototype build, however during testing at M.I.R.A. (Motor Industry Research Association) distortion and deformation of the rear structure occurred and the original specification was reinstated. The two front chassis legs projecting forward from the passenger compartment mean the shell is not a full monocoque. The front sheet-metal assembly, including the bonnet (hood) and wings, was a one-piece unit, hinged from the back, that swung up to allow access to the engine compartment.
The 43 bhp, 948 cc OHV engine (coded 9CC) was derived from the Austin A35 & Morris Minor 1000 models, also BMC products, but upgraded with twin 11⁄8" inch SU carburettors. The rack and pinion steering was derived from the Morris Minor 1000 and the front suspension from the Austin A35. The front suspension was a coil spring and wishbone arrangement, with the arm of the Armstrong lever shock absorber serving as the top suspension link. The rear axle was both located and sprung by quarter-elliptic leaf springs, again with lever-arm shock absorbers and top links. There were no exterior door handles; the driver and passenger were required to reach inside to open the door. There was also no boot lid, owing to the need to retain as much structural integrity as possible, and access to the spare wheel and luggage compartment was achieved by tilting the seat-backs forward and reaching under the rear deck, a process likened to potholing by many owners, but which resulted in a large space available to store soft baggage.
Very, very close to being finished now. Quite a bit of time spent today painting the gold wheel centres, getting the suspension fitted and finals bits of assembly, as well as the final fitment of chassis to bodyshell (always a little nerve-wracking, as they don't always go together once the interior is in place).
Ashley Laminates Ltd was a company set up by Peter Pellandine and Keith Waddington in 1955 to produce fibreglass body shells for car conversions and in 1956 Peter founded Falcon Shells Ltd. The advert above features The Ashley 1172 whose fibreglass shell came in two forms for either the open-top Roadster or the covered Coupé which could be fitted onto the Ford Prefect E93A (1172cc) chassis. ‘The Ashley 1172’ conversion kits were launched in 1958 and remained in production until 1961.
.
ashleysportiva.weebly.com/ashley-bodyshell-models.html (Ashley Laminates car models).
en.wikipedia.org/wiki/Ashley_(automobile) (Ashley Laminates).
E9
Chassis n° 4355031
ex Hans-Joachim Stuck
Zoute Sale - Bonhams
Estimated : € 300.000 - 400.000
Sold for € 402.500
Zoute Grand Prix 2024
Knokke - Zoute
België - Belgium
October 2024
1973 was a landmark year for BMW, for not only did the German manufacturer power Jean-Pierre Jarier to the European Formula 2 Championship, it also captured the European Touring Car Championship using one of the most iconic racing 'saloons' of modern times: the 3.0 CSL, known popularly as the 'Batmobile'.
BMW had returned to six-cylinder power for its range-topping models in 1968 with the launch of the 2500 and 2800 saloons. Also new was the 3.0 CSL's forerunner, the 2800CS coupé, though the latter's running gear had more in common with the existing, four-cylinder 2000C/CS. The introduction of the similarly styled 3.0-litre CS in 1971 brought with it numerous improvements, including four-wheel ventilated disc brakes, and with 180bhp on tap the model was good for around 130mph. For racing purposes there was the lightweight 3.0 CSL.
Visually indistinguishable from its more 'run of the mill' relations, the CS and CSi, the 3.0 CSL (Coupé Sport Leicht) was creative homologation at its best. The BMW engineers' solution to the marketing department's requirements was to develop a limited production run 'homologation special' to meet the constrictive framework of the Group 2 racing class regulations. By removing the trim; using thinner steel for the main bodyshell; aluminium alloy for the doors, bonnet and boot lid; and Perspex for the side windows a valuable 300lbs (136kgs) in weight was saved – 'Leicht' indeed.
Homologated initially with a fractionally over-bored (3,003cc) engine (enabling it to compete in the over 3-litre class) the 3.0 CSL came with 206bhp for road use and well over 300 horsepower for the track. In 1973 the engine's stroke was increased, upping capacity to 3,153cc (nominally 3.2 litres) and from mid-season onwards the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University, which consisted of a front chin spoiler, large rear wing and various other devices. Illegal for road use in Germany, the wings were left in the boot for final installation after purchase.
Thus equipped the Batmobiles were able to defeat the previously all-conquering Ford Capri RS2600s: Toine Hezemans capturing the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-driving one to a class win at Le Mans that year with Dieter Quester. Ford bounced back in 1974 but from 1975 onwards the BMW 'Batmobiles' won five consecutive European Touring Car Championships, a quite unprecedented run of success.
With only 1,039 CSLs produced between 1972 and 1975 compared to over 19,000 standard CS/CSi models, these 'specials' will always be relatively rare and today this ultimate BMW coupé is highly sought after.
The 31st of only 57 Series 2 cars produced, chassis number '4355031' was delivered new on 11th July 1974. BMW factory records list this car as a Testwagen M GmbH (M Division test car). First registered in Germany on 14th July '74, it was allocated to works driver Hans-Joachim Stuck soon after he had been photographed airborne at speed in his works car during the Nürburgring 6 Hours: one of motor sport's most enduring images. The German motoring magazine Auto Motor und Sport photographed Stuck with '4355031', the driver stating that stated that he felt "as if it were a piece of myself".
The Batmobile was next owned by Christian Neureuther, member of the West German Olympic ski team, world champion Rosi Mittermeier's husband, and Stuck's close friend. The car was purchased via his sponsor from Jochen Neerpasch, head of BMW Motorsport GmbH. In 1978 Neureuther sold '4355031' to Joseph Zahler, who retained the car until 1995 when world-renowned CSL expert Yannick Bernat acquired it. Bernat immediately commissioned CSL specialist Dieter Toegel to undertake a full restoration using original BMW parts, including the correct, thin-gauge alloy body panels. During restoration the Batmobile was fitted with a period-correct Alpina B2 engine (an in-period factory option) producing 260bhp, 57 horsepower more than the than standard CSL, although it was considerably more expensive.
Subsequently, in 2005, the Batmobile passed to a new owner, Tony Badenoch, in the UK. In 2006, the CSL was exhibited by invitation at Villa d'Este Concours d'Elegance as one of only six cars obtained from collections worldwide to form Class H: 'The Competition and the Show'. While with this owner the CSL was maintained to the highest standards by UK-based specialists. Our vendor purchased the Batmobile at an auction in Monaco in 2010. Seven years later, the car was restored again, as evidenced by invoices on file from Classic Heroes totaling around £18,000 together with restoration photographs and a list of parts that were changed. In addition, the car comes with all the documentation supporting its unique history as a Test Car for BMW's new M Division and association with Hans-Joachim Stuck.
The owner displayed the BMW at Goodwood in April 2019 for the Members' Meeting, which Stuck was scheduled to attend. He was delighted to hear it would be there and said he remembered happy times with it (he said it fitted him like a glove) and offered to sign it. Sadly, he had to cancel his trip so that never happened; instead the owner sent Hans the photograph of him with a girl in the car, which he said brought back great memories of her too! The CSL was also displayed at the 2021 Goodwood Revival 'Earl's Court Motor Show'.
In addition to the aforementioned documents the history file also contains the following: 1990 TüV document stating that Hans-Joachim Stuck was the previous registered owner, and Christian Neureuther is the current one; Current UK V5 registration document; 1998 BMW Mobile Tradition letter stating the car was a test vehicle.
This spectacular Batmobile, featuring a storied history, is eligible for a range of historic events or for simply fast road use, allowing it to continue its story with its new owner.
Skoda Felicia (1994-2001) Engine 1289cc S4
Registration Number X 676 ROH
SKODA SET
www.flickr.com/photos/45676495@N05/sets/72157623722493201...
The Skoda Felicia was one of the first Skoda's to benefit from Skoda Autos takeover by Volkswagen. As such the car was offered with a wider range of engines, including the first Skoda diesel. Debuted on the Charles Bridge in Prague in October 1994. In 1998 the high customer satisfaction of the Felicia contributed strongly to Skoda winning the Best Manufacturer award in the JD Power car survey. In 1998 the Felicia received a minor facelift that included a new grille, and larger bumpers, but there also minor upgrades to the chassis and bodyshell crash safety.
A big thanks for 21.7 million views
Shot 20:04:2014 at Weston Park Ref 99a-422
Towards the end of the 1970's, British Leyland was in a state of absolute despair. Shoddy and dated car designs married to biblical unreliability meant the company was facing near meltdown, and obviously came to the conclusion that they needed someone else to take the helm before the ship properly sank. Enter the Japanese, more to the point, Honda!
Since the 1960's, the Japanese had shown the world that they can mass-produce reliable cars, and thus were raking in sales by the million as people turned from their flaky European models to the highly efficient Japanese alternatives. Desperate to stop their market being swept out from under them, European Manufacturers imposed heavy import taxes on Japanese imports so as to try and price them out of the market, which meant builders such as Toyota, Honda and Mitsubishi were losing a fortune. The alternative past this blockade was to combine their efforts with some of the more struggling car companies of Europe so as to create hybrid cars.
And thus the Triumph Acclaim was born!
Based almost solely on the Honda Ballade, essentially all that differentiated it was the Triumph badge, and the fact that the car was built at the Cowley Plant near Oxford using the former production lines of the Austin Maxi. The intention largely was to replace the 10 year old Triumph Dolomite as the 4-door saloon of the company. Unlike the Ballade however, the car did come with much more luxury features as with a Triumph badge, the car was intended to be more higher market than the conventional Japanese equivalent. But most importantly, the car has the distinction of being the first truly reliable British Leyland car (and it only took them 12 years to get it right!)
Basically, the car's major components were built in Japan and shipped to Cowley, where they were placed into the locally built bodyshells. Build quality was very good too, with the leaky panels and rough ride seemingly absent, and holds the record for the fewest warranty claims on a British Leyland car. However, Japan may have shown Europe how to build a reliable car, but they didn't know how to build a car that didn't rust. Much like it's Japanese counterparts, the Acclaim rusted like crazy. In Japan this was seen as planned obsolescence, with the intention being that a new model would replace it in two or three years time. But in Britain, cars are built to last, with models going unchanged almost completely for years and even decades. Examples being the Mini, which didn't change in any way, shape or form between its launch in 1959 and its demise in 2000!
But still, despite the terrible rusting problem, the car's reliable nature resulted in 133,000 cars being sold, and became the first Triumph to be within the Top 10 highest selling cars since 1965. However, in the end the Acclaim's show of being a good, reliable car was merely a testbed for the variety of other Japanese style products British Leyland intended to push in the near future. After only 4 years of production, the Triumph Acclaim was shelved in 1984 along with many other British Leyland products such as the Austin Ambassador and the Morris Ital so as to rationalise the company into a small number of highly reliable machines based off the Triumph Acclaim's Japanese based success. From the Acclaim, the Rover 200 was a direct descendant, being based heavily on the next generation Honda Ballade, but also spurring from this plucky car was the mechanicals of the Austin Maestro and Montego.
The ending of Acclaim construction in 1984 also brought the end to the Triumph badge itself on motorcars. Although Triumph still exists on motorbikes, the car division has long since perished, together with Austin and Morris. As for the Acclaim itself, it is truly one of those rarities you won't find everyday. Today only 488 are left, which, although much more than the remaining Ital's and Ambassadors of the same period, is still a very low number. But even so, the Triumph Acclaim did show British Leyland how to make a reliable machine, even though it technically wasn't a British machine in the first place!
Ford Lotus Cortina Mk.2 (1967-70) Production 4032 Engine 1558 cc S4 DOC
Registration Number PJG 769 G
FORD (UK) SET
www.flickr.com/photos/45676495@N05/sets/72157623665118181...
Lotus twin cam twin carburettor. Top speed 105 mph Using the mark 2 Cortina bodyshell with uprated suspension and wider wheels than the standard. More comfortably equipped than the Mk.1 Now built by Ford at Dagenham instead of Lotus at Cheshunt. Used as Fords mainline competition car for 1967 only when superseded by the Escort Twin Cam.
Shot at the Aviva Classic, Silverstone 20.09.2009 ref 47-88l
The 205 was one of the first second generation of superminis, with smart styling that still looked good when it ended production. Cars this small with diesel engines became more common in the 1980s.
The 305 started off as an reasonable looking bodyshell hiding mechanical parts carried over from the 204 & 304. As mentioned in the text it was updated in 1982.
A410GVC is listed as red Peugeot unknown, 1124cc & last taxed on 1 July 1998. Either some plate swapping has gone on or someone simply used the wrong picture for the spec given.
BDU22Y was a black Peugeot 305 SR 1472cc that was taxed until 1 September 1995.
Both were Coventry registrations.
I'm on the hunt for illustrated 1970's boxes for some of my Matchbox Cars:
MB 41 Siva Spyder (Streaker)
Like the Guildsman, this is another bizarre (but cool) car:
freespace.virgin.net/dr.dean/who1/othersivas.htm
"he 'S160' began life as a project for Marcos as a GT with a Hillman Imp engine. However, Marcos dropped the concept and SIVA re-designed it into the SIVA S160 Spyder. The car debuted in the 1971 Racing Car Show. The 'Spyder' was based on a VW beetle floorpan. The Spyder was unique in that all the car switchgear was housed in the driver's door. A bare bodyshell was available for £525 or a completed car was available for £895. There were 12 'S160 Spyder' produced in total."
After making do with leaving my GPS on top of my invariably rolled up windproof fleece on the floor of my velomobile, I finally decided on a design for mounting it to the curve of the right-hand wheelarch.
The Garmin cradle is bolted to a piece of carbon fibre plate, to which are singly bolted two aluminium strips curved to match the bodyshell. The right-hand strip has a 6mm standoff while the left has 1.5mm, and the carbon plate's holes are angled accordingly. This tilts the GPS towards me, and rotation of that angle is achieved by staggering the aluminium strips. Fuzzy Velcro™ on the strips meets great slabs of hooky Velcro™ on the bodyshell.
Original DSC_7271
1969 Mustang Body Shell is used at the FORD booth to be built (by Galpin Auto Sports) into turnkey car during the 2009 SEMA Show in Las Vegas.
Watch this car being built in 3 days at the SEMA Show
on YouTube. www.youtube.com/watch?v=z47Pt8dtBcY
Jaguar XJR 6.0ltr V12 OC
# 31c
The work of marque specialist Hyper Engineering with red fixed head engine and built around a lightened 1990 bodyshell, with full roll cage, uprated disc braking system, (front gripped by AP 6 pot callipers, rears moved outboard, beefed up suspension with Spax adjustable shock absorbers, variable electronic power steering, 17 inch alloy wheels shod with 40-profile tyres.
The 6.0 ltr. V12 engine is estimated to develop 475bhp. Based around the Jaguar block with Sigma Engineering cylinder heads, Cosworth pistons, Zytek fuel, ignition and management system remapped to race spec.
Shot at the Donington Historic Festival 01.05.2011 Ref 66-120
Introduced in early 1951, Ford's Consul (four-cylinder) and Zephyr (six-cylinder) models were notable for their use of a monocoque bodyshell, MacPherson Strut independent front suspension and hydraulic drum brakes. Able to seat up to six thanks to the provision of a front bench seat and column gearchange, the Ford duo were powered by a new generation of 'oversquare' engines. Notably rugged and surprisingly quick, the 2262cc OHV-engined Zephyr Six proved a highly effective rally car with Maurice Gatsonides winning the 1953 Monte Carlo Rally aboard one and Vic Preston piloting another to victory on the 1955 East African Safari Rally. Unveiled at the 1953 London Motor Show, the range topping Zephyr Zodiac cost £851 and boasted such niceties as: a clock, heater, windscreen washers, gold plated lettering and spot lamps etc. Though solid colours remained optional, most Zodiacs were finished in smart two-tone liveries and all benefited from a higher compression engine and improved 82mph top speed. Only in production between 1954 and 1956, just 22,634 Zephyr Zodiacs are thought to have been sold.
This particular example was reputedly the property of Lieutenant Colonel Jeph Simpson Magrath and other members of his Somerset-based family until 1983. Acquired by The Worthing Carriage Company some five years later, the Ford was converted into a historic rally car and successfully completed the 1991 Monte Carlo Challenge. Crewed by Sir David Steel and David Hall, the well-prepared saloon finished 55th overall and 7th in class. Shorn of much of its rallying equipment thereafter, the Zodiac achieved further fame when it appeared on the long-running television drama, Heartbeat. Purchased from the relevant film hire business by Mickie Downey, a bass player with The Skiprats rockabilly band, 'UVS 614' was the subject of a half-page article in the Sunday Sun newspaper (January 22nd 1995).
Sold for £24,750
`The definitive small-bore sportscar', as Car & Driver has termed it, the Elan was introduced at the 1962 Earls Court Motor Show. Based around a steel backbone chassis clad with a lightweight composite body, it rode on all-round independent suspension and also featured four-wheel disc brakes, pop-up headlights and integral bumpers. The engine was clever too, mounting a Harry Mundy designed light alloy twin-cam cylinder head on a cheap, robust and readily available Ford `Kent' bottom end, mated to a four-speed manual transmission. More than the sum of its parts, the diminutive Lotus redefined its class in terms of ride, handling and performance, thanks to Colin Chapman's superlative grasp of spring and damping rates resulting in a precise yet supple chassis.
All Elans are special, but this one is a proven winner. The vendor states that this car was completely restored on a new Tony Thompson chassis with a new lightweight bodyshell incorporating reinforced footwells and boot floor, foam-filled double-skinned underwings, diff cooling vents, Tony Thompson eight-point rollcage, plumbed-in fire extinguisher, and fully adjustable Koni suspension with 26R-spec front anti-roll bar. The engine is reportedly an all-steel John Smirthwaite-built Twin Cam utilising twin Weber 45DCOE carburettors and camshafts selected for a broad torque band to suit rally use. Other parts include straight-cut gears, uprated clutch, Tony Thompson driveshafts, Salisbury LSD, magnesium Minilite-style alloys, aluminium radiator / swirl pot and Tony Thompson competition exhaust. There's bias-adjustable braking, with the handbrake lever mounted on the transmission tunnel.
It comes with an impressive history of results: 1st-in-class and 10th overall in the 2001 Classic Marathon, 1st overall on the 2002 London-Lisbon rally and a 1st-in-class on the 2005 Rally of the Tests.
Unrallied for the past five years, this well-prepared Elan nevertheless has great potential.