312708 is seen at Caewent being stripped ready for scrapping at the former Royal Navy Propellant Factory, Caerwent in Monmouthshire. This unit was one of 49 built in the mid 1970’s with a Mk 2 slamdoor bodyshell for outer-suburban passenger services. Delivered in 1976 as 312008 it worked on the newly electrified lines of the Great Northern out of Kings Cross, mainly to Royston. By the 1980’s it had been displaced by faster 317’s so moved over to the Great Eastern Main lines out of Liverpool Street being used on Colchester to Walton-on-the-Naze and Manningtree to Harwich services along with London Liverpool Street to Ipswich and Clacton peak trains and now numbered as 312708 after refurbishment. By 2003 new Class 360 units rendered the 312’s redundant and they were all sent for scrap, 10 unit being delt with at Caerwent. 312708 had arrived with fellow units, 312716 & 312720 on Monday 27th October as a 5Z21 from Ilford. For the last few miles from the mainline at Caldicot a former MOD shunting loco was used. The unit was finally broken up between 4th and 7th January 2005. Only vehicles DTCOL

78037 and TSO 71205 from unit 312792 have been preserved, the rest were cut up.

In the background 87016 can be seen being broken up.

 

Picture taken on an official visit.

On a wet Sunday afternoon, Class 310 093 was stabled alongside 312201 in one of the bay platforms at Rugby station on May 17th 1981.

The 50 stylish four-car AM10 (Class 310) EMU's were built at Derby between 1965-1967 and were the first EMU's to utilise the BR Mk.2 bodyshell. They were synonymous with the southern end of the WCML and its massive late 1960's upgrade which also included a new Euston Station. Eventually superseded by new Class 321's & some Class 317's, the 310's were transferred to the London Tilbury & Southend Line in the late 1980's and in turn were replaced as new Class 357s came on stream between 2000-2002. Unfortunately all the 310's were subsequently scrapped.

This wonderful 1/4 scale Morris ADO16 car body shell, was skilfully built by 'British Motor Corporation' apprentices in 1961.

 

The ADO16 (Amalgamated Drawing Office project number 16) was a car designed by Alec Issigonis, and became to be better known Austin/Morris 1100.

 

Launched in 1962, the 1100 became instantly popular with the public, becoming Britain's best-selling car from 1963 to 1966, and from 1968 to 1971. Offered in various models and specifications, the car was long-lived, selling some 2.1 million units between 1962 and 1974. More than half of those sold were for the British home market.

 

Production ended in 1974, the car being replaced British Leyland built Morris Marina and Austin Allegro.

 

The model can be viewed at the British Motor Museum at Gaydon in Warwickshire.

 

Information care of Wiki.

Jensen Interceptor III (1971-73) Engine 440cu (7212cc) Production 126

Registration Number PFE 836 P (Lincoln)

JENSEN ALBUM

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

 

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

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

 

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

 

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

 

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

 

A convertible with powered soft top was introduced in 1974, mainly intended for the American market but also sold in Europe. Two hundred sixty-seven convertibles were made.

 

In the mid-1980s a new company, Jensen Cars Limited was create with the aim of relaunching the Interceptor. In 1986 their Series 4 Interceptor was launched as an updated version of the original Interceptor V8 as a low-volume hand-built and bespoke affair, with prices rising to around £ 70,000 though the body remained essentially the same as the last of the main production run of Series 3, the engine was a much smaller Chrysler-supplied 360 cubic inch (5.9 litre) which used more modern controls to reduce emissions with an output of around 250bhp. In addition, the interior was slightly re-designed with the addition of modern sports front seats as opposed to the armchair style of the earlier models, as well as a revised dashboard and electronics. The company owner sold the venture in 1990 to an engineering company believed to be in a stronger position to manufacture the car; this lasted until 1993 with approximately 36 cars built,. Development work commenced on a proposed Series 5 Interceptor before the company failed and liquidators were called in

 

Diolch am 92,689,980 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 92,689,980 amazing views, every one is greatly appreciated.

 

Shot 23.04.2022 at the Bicester Spring Scramble, Bicester, Oxfordshire 158-229

 

For 1961, Mercury underwent a major transformation of its model line. In a transition from 1957 to 1960, Mercury again shared a bodyshell with a divisional counterpart, shifting from Edsel to Ford, with the Monterey becoming the equivalent of the Ford Galaxie. The Montclair and Park Lane were discontinued, shifting the Monterey from the base-trim Mercury sedan to its flagship, slotted above the newly introduced Mercury Meteor (as with the Comet, intended as an Edsel before the discontinuation of the division). One of the first examples of downsizing, by adopting a common chassis and body with Ford, the Monterey lost six inches of wheelbase, nearly two inches of width, and over 4 inches of length; dependent on powertrain, the 1961 Monterey shed over 300 pounds of curb weight. At 120 inches, the Monterey was given a 1-inch longer wheelbase than the Galaxie.

 

The Monterey was offered in four bodystyles, including two and four-door hardtops, a four-door sedan, and a two-door convertible. Sharing its roofline with the Galaxie (except for the Starliner fastback), the Monterey differed primarily by its grille; in place of two large taillamps, Mercury used six small taillamps. While slightly more adorned than its Galaxie counterpart, the Monterey continued to adopt more subdued styling, shifting chrome trim nearly entirely to the front and rear fascias and the roofline.

 

Shared with the Ford Galaxie, the Monterey again received the 292 cubic-inch Y-block V8 (175 hp), with the option of 352 and 390 cubic-inch FE V8s (220 hp and 300/330 hp, respectively). As before, 3-speed manual and 3-speed automatics were offered, with a 4-speed manual becoming an option.

1971 Range Rover.

 

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

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

Registration Number CLN 149 B (London)

FORD UK SET

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

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

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

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

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

 

Thankyou for a massive 55,606,312 views

 

Shot 17.07.2016 at Shelsey Walsh Classic Nostalgia Meeting, Worcestershire REF 121-485

From Wikipedia:

 

"Jaguar 420 and Daimler Sovereign (1966–1969)

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Jaguar 420 and Daimler Sovereign

(1966–69)

Jag 420 Daimler Sov.jpg

1968 Jaguar 420 (left) and 1967 Daimler Sovereign (right)

Overview

ManufacturerJaguar Cars

Production1966–1968

Jaguar 420: 10,236

1966–1969

Daimler Sovereign: 5,824

Body and chassis

ClassSports saloon

Body style4-door notchback saloon

LayoutFR layout

RelatedJaguar Mark 2

Jaguar Mark X

Powertrain

Engine4.2 L XK I6

Transmission4-speed manual (Jag only); 4-speed manual/overdrive; or 3-speed automatic options available

Dimensions

Wheelbase2,727 mm (107.4 in)

Length4,762 mm (187.5 in)

Width1,702 mm (67.0 in)

Height1,429 mm (56.3 in)

Curb weight1,676 kg (3,695 lb)

Chronology

PredecessorJaguar S-Type

SuccessorJaguar XJ6

The Jaguar 420 (pronounced "four-twenty") and its Daimler Sovereign equivalent were introduced at the October 1966 London Motor Show and produced for two years as the ultimate expression of a series of "compact sporting saloons" offered by Jaguar throughout that decade, all of which shared the same wheelbase. Developed from the Jaguar S-Type, the 420 cost around £200 more than that model and effectively ended buyer interest in it, although the S-Type continued to be sold alongside the 420/Sovereign until both were supplanted by the Jaguar XJ6 late in 1968.[1]

  

Contents

1Pedigree

2Design

2.1Styling

2.2Interior

2.3Engine

2.4Mechanical

3Performance

4Daimler

5Differentiation

6Demise

7Scale models

8Specifications

9External links

10Further reading

11References

Pedigree

The 420/Sovereign traces its origins back to the Jaguar Mark 2, which was introduced in 1959 and sold through most of the 1960s. The Mark 2 had a live rear axle and was powered by the XK six-cylinder engine first used in the Jaguar XK120 of 1948. The Mark 2 was available in 2.4, 3.4 and 3.8-litre engine capacities.

 

In 1961 Jaguar launched two new models with the triple SU carburettor version of the 3.8-litre XK engine and independent rear suspension: the Mark X (pronounced "mark ten") saloon and the E-Type sports car. Both cars used versions of the Jaguar independent rear suspension system, the Mark X having a 58-inch (1,500 mm) track and the E-Type a 50-inch (1,300 mm) track. In 1965 the Mark X and E-Type were updated with a new 4.2-litre version of the XK engine, still using triple carburettors.

 

In 1963 Jaguar introduced the Jaguar S-Type as a development of the Mark 2. It used a new intermediate-width, 54-inch (1,400 mm) version of the independent rear suspension in place of the live rear axle of the Mark 2. Other differences from the Mark 2 were extended rear bodywork to provide for a larger boot, a changed roofline for more rear seat passenger headroom, a slightly plusher interior and detail differences around the nose. The S-Type was available with either 3.4 or 3.8-litre XK engines (only 3.8-litre in US) but in twin-carburettor form because the triple-carburettor setup would not readily fit into what was essentially still the Mark 2 engine bay.

 

James Taylor suggests four reasons why Jaguar boss Sir William Lyons might have decided to add yet another model to an already extensive Jaguar range:[2]

 

sales of the Mark X were disappointing; the car was widely seen as being too big and cumbersome and a smaller car with similar standards of technical sophistication and luxury he thought could be more successful

demands for more luxurious features would add weight to any future models, forcing the drive towards a 4.2-litre-engined compact saloon

a combination of the 4.2-litre engine with the compact saloon body was expected to have market appeal

aesthetic objections to the controversially styled S-Type were known to be harming its sales.

Consequently, Lyons initiated development of a new saloon based on the S-Type, retaining its 54-inch independent rear suspension but adding a twin-carburettor version of the 4.2-litre powerplant and frontal styling more akin to that of the Mark X. The new car was released in August 1966 in the form of two badge-engineered models, the Jaguar 420 and the Daimler Sovereign equivalent.

 

Design

Styling

 

Jaguar 420 (side view)

The starting point for design of the 420/Sovereign was the Jaguar S-Type, which had been in production since 1963 but whose styling had never met with universal acceptance.

 

In styling terms, the 420/Sovereign was essentially an S-Type with that car's curvaceous nose made much more linear, the better to match its rear styling (which was not altered). Contouring around its four lamps was relatively subtle, with small peaks over each, and its flat frontage sloped forward slightly. The square grille with central divider matched that of the 420G, (which was the new name given to the Mark X at the time of the 420/Sovereign's release). The low-set fog lamps of the Mark 2 and S-Type were replaced by a pair of inner headlamps at the same level as the main headlamps. The inner lamps were lit on main beam only.[3] Dummy horn grilles were added below each inner headlamp to break up what would otherwise have been a large expanse of flat metal on either side of the radiator grille. The tops of the front wheel arches were flattened to match the squarer lines of the nose. The slimline bumpers dispensed with the centre dip which had characterised the bumpers of the Mark 2 and S-Type. All this was done to improve the car's aesthetic balance compared with the S-Type and to create a family resemblance to the Mark X/420G, changes which Sir William could not afford (in either time or money) when the S-Type was designed. No attempt was made to give the 420/Sovereign the same front-hinged bonnet as the Mark X/420G and it retained a rear-hinged bonnet of similar dimensions to those of the S-Type and Mark 2.

 

Interior

 

Jaguar 420 interior

Changes to the S-Type's interior to create the 420/Sovereign were driven mainly by safety considerations, with the wood cappings on the doors and dashboard replaced with padded Rexine and a wooden garnish rail on the tops of the door linings. The clock was relocated from the tachometer to the centre of the dashboard top rail, where it was powered by its own battery. The S-Type's pull out map tray below the central instrument panel was not carried over although the 420 retained the same central console and under-dash parcel tray. The seats of the 420 were of slightly different proportions from the S-Type, although they appeared very similar.

 

Engine

The 4.2-litre XK engine of the 420/Sovereign was fitted with the straight port cylinder head and 3/8-inch lift cams. Compression ratios of 7:1, 8:1 and 9:1 could be specified according to local fuel quality, the difference being obtained by varying the crown design of the pistons.[4] The engine was fed by just two carburettors and developed a claimed 245 bhp (183 kW; 248 PS) gross at 5,500 rpm,[5] which was 20 bhp (15 kW; 20 PS) less than the triple-carburettor version in the 420G and E-Type. The maximum torque of the engine at 283 lb⋅ft (384 N⋅m) was virtually the same as that of the triple-carburettor version yet was achieved at 3,750 rpm rather than 4,000 rpm.

 

The factory-quoted horsepower rating of 245 bhp (183 kW; 248 PS) was measured using the SAE (gross) system current in the USA at the time the 420/Sovereign was sold there. The SAE (gross) system excluded many accessory drives and often used non-standard induction and exhaust systems and so was replaced by the more accurate SAE (net) system in 1972, long after the 420/Sovereign had gone out of production. Reference[6] states that the DIN horsepower rating of the 1977 USA specification 4.2-litre Series II XJ6 was equivalent to 180 bhp. The DIN system yields horsepower ratings which, for most technical purposes, are the same as those that would be obtained using the SAE (net) system. However, the 1977 test would have included power-sapping emissions equipment not present on the 420/Sovereign. Therefore, the SAE (net) power rating of the 420/Sovereign must have lain somewhere between 180 bhp and 245 bhp.

 

Mechanical

 

Jaguar 420 engine bay

A novel mechanical feature that the 420/Sovereign shared with the 420G was Marles Varamatic power steering,[4] which was offered as an option on the 420 but was standard on the Sovereign. Built by Adwest Engineering Co Ltd of Reading, England, it was a "cam and roller" system in which the non-constant pitch of the cam resulted in a variable steering ratio, with the lowest gearing being at the straight ahead, rising rapidly to either lock. The rise in gearing (equivalent to a drop in ratio from 21.6:1 to 13:1) occurred almost entirely within the first half turn of the steering wheel from the straight-ahead position. The effect was to give very light and relaxed steering at the straight ahead, with quick reaction when cornering. There was no adjustment in the behaviour of the steering in reaction to road speed. A very few of the last S-Types were similarly equipped.

 

Other mechanical refinements the 420/Sovereign had over the S-Type included:

 

replacement of the Borg Warner Type 35 automatic transmission with the stronger Model 8

a more efficient cross-flow radiator in place of the S-Type's smaller vertical flow type

a dual-line hydraulic braking system replacing the S-Type's single line system

twin 2-inch HD8 SU carburettors (cf. the S-Type's twin 1.75-inch HD6 SUs)

brake discs featuring a peripheral cast-iron anti-squeal ring

a Holset "Torquatrol" viscous coupled engine cooling fan

negative earthing, the S-Type was positive earth

a pre-engaged starter instead of a Bendix pinion

an alternator rather than the S-Type's dynamo

Performance

Contemporary road tests[5] indicate that the performance of the 420 and Sovereign was very highly thought of.

 

A Motor (UK) road test in May 1967 reported:

 

It seems somehow insolent to apply medium [price] standards to a saloon that for a combination of speed, comfort and safety is as good as any in the world, regardless of cost.

 

A North American perspective was provided by Road & Track, whose December 1967 report concluded:

 

Jaguar's big seller in the U.S. remains the E-type sports cars, but the 420 sedan offers just as unique a combination of qualities in its own field. For a reasonable basic price of $5900, Jaguar offers brisk performance, outstanding braking, excellent handling and ride, quality finish, and luxury in abundance, all in an automobile that's easy to maneuver in today's maddening traffic.

 

A road test by Wheels (Australia) in August 1967 enthused:

 

While they can continue to build and sell cars as good as this, there is hope for the man who cares about his motoring.

 

In terms of performance measured under test conditions, 0–60 mph in under 10 seconds and a top speed of more than 125 mph (201 km/h) were typical. Such performance figures were superior to those of many of the 4.2-litre XJ6 models that followed.[7] Among the few exceptions the testers took was to its 15–16 mpg average fuel consumption, which even for the late 1960s was rather high. Combined with the modest size of its two 7 Imperial gallon (31.75 litre) fuel tanks, such fuel consumption gave the model a touring range of only around 250 miles (403 km).[5]

 

Daimler

 

Daimler Sovereign

 

Daimler Sovereign engine bay

Whereas the Daimler 2½-litre V8 released in 1962 differed from the Jaguar Mark 2 in having a genuine Daimler engine, only the Sovereign's badging and aspects of interior trim differentiated it from the 420.

 

The market perception of the two marques Daimler and Jaguar, which the material differences between them sought to foster, was that the Daimler represented luxury motoring for the discerning and more mature gentleman whereas the Jaguar was a sporting saloon aimed at a somewhat younger clientele. In the Daimler model range, the Sovereign filled a gap between the 2½-litre V8 and the larger and more conservatively styled 4½-litre Majestic Major. Prices in the UK of the basic 420 and Sovereign, as quoted in the Motor magazine of October 1966 were:

 

Manual o/d – Jaguar £1615, Daimler £1724

Automatic – Jaguar £1678, Daimler £1787

 

In return for the ≈6.5 % difference in price, the Daimler purchaser obtained only a few substantive advantages but would have considered the cachet of the Daimler badge to be well worth the extra money; indeed the Daimler name attracted buyers who disliked the Jaguar's racier image. By the same token, rather than being unable to afford the difference for a Daimler, those who chose the Jaguar are unlikely to have regarded the Daimler as something they would wish to own anyway.

 

In total, the Daimler differed from the Jaguar in having:

 

a plastic insert on the rear number plate housing bearing the Daimler name. On the 420 the cast number plate housing bore the Jaguar name and on the Sovereign this remained beneath the plastic "Daimler" insert

wheel trim centres, horn button, oil filler cap and seat belt clasps carrying the stylised D rather than the title Jaguar, a Jaguar’s head ('growler') or no badging at all

ribbed camshaft covers bearing the inscription ‘Daimler’ rather than ‘Jaguar’, (although earlier versions shared the same polished alloy covers)

all of the 420 extras as standard, including a heated rear window, overdrive on manual transmission cars and power assisted steering

a flying D mascot at the forward edge of the bonnet in place of the leaping cat Jaguar mascot ('leaper') above the radiator grille

a fluted radiator grille with stylised D badge in place of the smooth crowned and Jaguar-badged grille

arguably more carefully selected and matched walnut veneer trim

higher grade Vaumol ventilated leather seat centre sections

better quality covers for the sun visors

Differentiation

 

The larger, Mark X-based Jaguar 420G

Difficulty in differentiating the 420/Sovereign from other Jaguar/Daimler models has meant that they are less well known than other Browns Lane products of the era. Even some Jaguar enthusiasts are unsure exactly where and when the 420/Sovereign fitted into the Jaguar range.

 

At the same time as the 420 was released, Jaguar added a chrome side strip and side repeater indicator to the Mark X and a centre bar to its grille. Along with alterations to the interior, these changes were used to justify renaming it the 420G ("G" for Grand). The Motor magazine of October 1966 referred to the 420G as "still one of the best looking large cars in the world today" and commented on the similarity of its new radiator grille to that of the 420. Given the similarity between both the names and frontal styling of the 420 and 420G, the casual observer might be forgiven for mistaking one for the other.

  

Daimler DS420

In 1968 the Daimler DS420 limousine began to be produced, carrying a similarly styled grille to the Sovereign and using the 4.2-litre Jaguar engine in twin carburettor form, and also undergoing final assembly at Jaguar's Browns Lane factory in Coventry, England. Although this car was based on a modified 420G floorpan rather than that of the 420, the existence of a third Jaguar-manufactured model with "420" in its name provides further scope for confusion.

 

Similar confusion arises with regard to the Daimler Sovereign. From late 1969 its Series I Jaguar XJ6-based successor continued with the Daimler Sovereign name until 1983, when the "Sovereign" model name was instead applied to the high-specification version of the Jaguar (which by then was into its Series III XJ6 iteration).

 

Demise

In 1967, its first full year of production, the 420/Sovereign easily outsold the other Jaguar saloon models still in production (the 240 and 340 Jaguar Mark 2s, Daimler 250 V8, Jaguar S-Type and 420G) and effectively ended buyer interest in the S-Type.[2] Nevertheless, relatively few were made in total due to the fact that the Coventry factory stopped making the Jaguar 420 in 1968, just over two years after production began and with just 10,236 produced. The Daimler Sovereign continued into 1969 and 5,824 were sold.

 

In 1968, 420/Sovereign sales were again well in excess of those of the S-Type and 420G but it was outsold by the resurgent Jaguar Mark 2/Daimler 250. By this time, many potential 420/Sovereign buyers were hanging back to wait for the new Jaguar XJ6. Introduced late in 1968, the XJ6 was slightly larger than the 420 and swept it from the Jaguar range along with the Mark 2 and S-Type, although the Daimler 250 remained in production into 1969 and the 420G lasted until 1970.

 

The decision by Sir William Lyons to base the Jaguar XJ6 on the engine, suspension and approximate dimensions of the 420/Sovereign showed his faith in the 420/Sovereign formula as the best way to rationalise the company's saloon car range. In that way, the 420/Sovereign became a victim of its own success.

 

The Jaguar 420 ceased production at Browns Lane in September 1968 and the Daimler Sovereign in July 1969, although CKD ("completely knocked down") Jaguar 420 kits were supplied as late as November 1968 for assembly by Jaguar Cars South Africa Ltd.

 

Scale models

As yet, no diecast model of either the 420 or Sovereign has been produced.

 

Airfix produced a 1/32 scale plastic kit of the 420 during the car's production run in 1968, which was reissued in 2021.

MPC models released the Airfix 1/32 scale plastic kit of the 420 during the 1960s / early 1970's, kit No. 1006-100

Neo Scale Models currently produce a 1:43 resin moulded model of the 420 and also a Sovereign version.

Specifications

EngineJaguar 6-cylinder in line, iron block, alloy head

Capacity4,235 cc (258.4 cu in)

Bore/Stroke92.07 mm × 106 mm (3.6 in × 4.2 in)

ValvesDOHC, 2 valves per cylinder

Compression Ratio8:1 (7:1 and 9:1 optional)

Max. Power245 bhp (183 kW; 248 PS) (SAE Gross) @ 5,500 rpm

Max. Torque283 lb⋅ft (384 N⋅m) @ 3,750 rpm

CarburettorsTwin SU HD8 (2 in)

SuspensionFront independent, with wishbones, coil springs with telescopic dampers and anti-roll bar

Rear independent, with lower wishbone and driveshaft as upper link, radius arms and twin coil springs with telescopic dampers

 

SteeringRecirculating ball, worm and nut; Varamatic power assistance optional on Jaguar (standard on Daimler)

BrakesServo assisted discs on all four wheels, inboard at rear

Body/ChassisMonocoque bodyshell with bolted front subframe, five-seater saloon, front engine, rear-wheel drive

Tyres/Wheels6.40 × 15 crossply or 185 × 15 radial, 5.5 in rim, five-stud disc wheels with wire spoke optional

TrackFront=1,410 mm (56 in) Rear=1,384 mm (54 in)

Weight (dry)1695 kg

External links

Wikimedia Commons has media related to Jaguar 420.

Wikimedia Commons has media related to Daimler Sovereign.

Further reading

Ball, Kenneth. Jaguar S Type, 420 1963–68 Autobook, Autopress ISBN 0-85147-113-7

Harvey, Chris. Great Marques – Jaguar, Octopus Books ISBN 0-7064-1687-2

References

Thorley, Nigel. Jaguar – All the Cars, Haynes, ISBN 978-1-84425-693-8

Taylor, James. Jaguar S Type and 420 – The Complete Story, Crowood, ISBN 1-85223-989-1

Jaguar '420 Operating, Maintenance and Service Handbook, Jaguar Cars Limited, Publication No. 137/1

Jaguar 420 Service Manual, Jaguar Cars Limited ISBN 1-85520-171-2

Jaguar S Type & 420 – 'Road Test' Limited Edition, Brooklands Books ISBN 1-85520-345-6

Daniels, Jeff. Jaguar – The Engineering Story, Haynes Publishing ISBN 1-84425-030-X

Stertkamp, Heiner. Jaguar – The Complete Story, Motorbooks, ISBN 978-0-7603-3447-8"

Chassis n° 303232

 

Zoute Sale - Bonhams

Estimated : € 160.000 - 200.000

Sold for € 178.250

 

Zoute Grand Prix 2021

Knokke - Zoute

België - Belgium

October 2021

 

"Those now-immortal three numbers, 911, have come to signify the benchmark by which every other sports car is measured. Just as it was 30 years ago, sports cars are still all about excitement and speed. And this the 911 provides in abundance," – Peter Morgan, Original Porsche 911, 1995.

 

Few sports cars have proved as versatile as Porsche's perennial 911, a model that, for the past 50-plus years, has proved equally capable as a Grand Tourer, circuit racer or rally car. A 'modern classic' if ever there was one, the 911 first appeared at the 1963 Frankfurt Motor Show as the '901', but shortly after production proper commenced in 1964 had become the '911' following Peugeot's complaints about the use of '0' model numbers. The preceding Type 356's rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower.

 

This particular Porsche 911 is one of the early, short-wheelbase cars of the type much favoured by the historic rallying fraternity, a situation that has led to original examples such as this one becoming a great rarity. It belongs to the '0-Programme' series built from the start of production in August 1964 up to the introduction of the longer-wheelbase 'A-Programme' model in August 1967, and thus represents the Porsche 911 in its earliest and purest form.

 

According to the accompanying documentation issued by Porsche Italia, this car was built for the 1965 model year (1st August 1964 to 31st July 1965) with an invoice date of 16th December 1965. The specified colour scheme was Polo Red (colour code 6602) with a brown vinyl interior, while the only other factory option listed was Webasto heating. The country of first registration was Italy, in the province of Macerata in the Marche region, and the car has remained in Italy ever since. The Certification of Origin, again issued by Porsche Italia, confirms engine number '903335' was the original (it is still fitted to the car).

 

The current owner, an avid classic car enthusiast with a small stable of cars, purchased the Porsche in 2004, initially to race it, which he did. But then he decided that a 911 from 1965 was far too valuable to race and commissioned respected Porsche specialists Pentacar of Colico near Milan to carry out a no-expense-spared restoration, commencing in March 2017. The body was stripped back to bare metal, repaired where necessary and professionally repainted to a very high standard in the original colour of Polo Red. The interior was restored at the same time, as of course were the mechanicals and the original matching-numbers engine. The result is described as excellent in all respects, and since the restoration's completion in May 2020 the car has been driven only a little over 1,200 kilometres at the time of cataloguing. As icing on the cake, the owner purchased a new tool kit and jack from Porsche Classic to complete the picture. The car is offered with the Italian libretto and Certificato di Proprietà as well as ASI Targa Oro certification. An original, Italian-delivered Porsche 911 from 1965, with matching engine and colour, this is a car for the true Porsche connoisseur.

473 003-8, CFR Călători, fabricație Softronic Craiova 2009 din cutia unei locomotive tip 060-EA rămasa de la defuncta Electroputere, ultima reparație tip RR finalizată în primăvara anului 2022 la Reloc, în serviciu comercial către capitala țării cu trenul 1752.

 

473 003-8, CFR Călători, built by Softronic Craiova in 2009 using the bodyshell of a former 060-EA type locomotive originating from the defunct Electroputere, last RR (heavy overhaul) completed in spring 2022 at Reloc, operating in revenue service towards the capital city (Bucharest) hauling train 1752.

 

Valea Seacă, Bacău (RO)

Being cut up in the yard at Crewe is the bodyshell of Class40 40039 it had been withdrawn in January 1976 its now August 76 and the loco is well on its way to oblivion by the end of the week it will be just a pile of scrap/ 15/08/1976.

 

image Kevin Connolly - All rights reserved so please do no use this without my explicit permission

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.

Bodyshells for Class 323 units stand in a siding at Hunslet, Leeds awaiting assembly at the Hunslet Transportation Projects factory,05-04-1993.

A stripped bodyshell resting on containers at a bodyshop.

Rolls Royce Silver Seraph (1998-02) Engine 5379cc M73TUB54 V12

Production 1570

Registration Numner D 116 FMS

ROLLS ROYCE SET

 

www.flickr.com/photos/45676495@N05/sets/72157623690651737...

 

Designed by Steve Harper under Graham Hull Rolls-Royce Silver Seraph was unveiled at the 1998 Geneva Motorshow, replacing the Silver Spirit, in the Rolls Royce line up. The car had been developed alongside its Bentley stablemate, the Bentley Arnage which aside from badges and wheels, was externally identical, with both models sharing the same platform and bodyshell. It was powered by the BMW M73 engine, a 5.4L aluminium alloy V12 engine coupled to a 5-speed automatic transmission, making it the first twelve-cylinder Rolls-Royce since the 1939 Phantom III. Mechanically the Bentley differed, powered by twin turbocharged V8 of its own design and firmer suspension. The Seraph was known for its relatively limited acceleration and comfortable handling but still had a top speed of 140mph. All Seraphs were hand-built at the Rolls-Royce factory in Crewe, England. The car had a base price of £155,175.

 

Silver Seraph production was discontinued in 2002 when the licence to use the Rolls-Royce marque was sold to BMW

 

Diolch am 73,659,256 o olygfeydd anhygoel, mae pawb yn cael eu gwerthfawrogi'n fawr, Gan ddymuno Blwyddyn Newydd Dda i bawb

 

Thanks for 73,659,256 amazing views, everyone is very much appreciated, Happy New Year everyone

 

Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-445

 

Ford Consul Mk.II (1956-62) Engine 1703 S4 OHV Production 350,244 (all Mk.II)

Registration Number OO 8988 (Essex)

FORD (UK) SET

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

 

The Ford Consul is a car that was manufactured by Ford of Britain from 1951 until 1962. The name was later revived for a model produced by Ford in both the UK and in Germany from 1972 until 1975.

 

The Consul Mk.II was launched in 1956, with the Ford code 204E, powered by a 59bhp four cylinder 1703cc engine, and again sharing the same bodyshell as the six cylinder Zephyr.

 

Both restyled from the stubbier Mk.I, with a longer wheelbase, improved weight distribution and bigger engine helps boost top speed to over 80mph.

 

The roof profile was lowered in 1959 with the cars now referred to as low-lina and the earlier models retrospectically becoming high-line. The low-line also featured redesigned rear lights and much of the external bright work in stainless steel. Front disc brakes with vacuum servo appeared as an option in 1960 and were made standard in 1961, with the car titled Consul 375 from mid 1961 in order to avoid (unlikely) confusion with the Classic officially the Consul Classic

 

Diolch am 77,248,910 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 77,248,910 amazing views, every one is greatly appreciated.

 

Shot 15.09.2019 at Hanbury Car Show, Droitwich, Worcestershire 143-919

      

W111

 

Zoute Sale - Bonhams

Estimated : € 75.000 - 100.000

Sold for € 83.375

 

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

 

'Exclusive' is a much bandied-about word in the classic car world, but it is a most apt description of the Mercedes-Benz 280 SE 3.5. Why? Because at $13,500 in 1970 its price was not only $3,500 more than that of the equivalent Mercedes-Benz sedan but also more than double that of a Cadillac Deville Coupé! Commonplace it was not.

 

The 3.5-litre version of the 280 SE typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s, when the progressive easing of fiscal constraints, which had dissuaded customers from buying cars with large capacity engines, encouraged the German manufacturer to offer bigger, more potent power units. Thus the ultra-luxurious 280 SE Coupé/Cabriolet and 300 SEL saloon were the models chosen by Mercedes-Benz to launch its magnificent new 3.5-litre V8 engine in September 1969. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 200bhp courtesy of Bosch electronic fuel injection and transistorised ignition.

 

The new V8 engine had particularly smooth-running characteristics and endowed the 280 SEs with performance superior to that of many out-and-out sports cars. Thus equipped, the Coupé/Cabriolet was good for 125mph (200km/h) with 60mph (97km/h) reachable in 9.5 seconds, a substantial improvement on the six-cylinder version's figures. As befitted top-of-the-range luxury models, the 280 SE 3.5 Coupé and Cabriolet came equipped with automatic transmission, power windows, and a stereo radio as standard.

 

Although the equivalent SEL saloon used the 'New Generation' bodyshell, the 280 SE Coupé and Cabriolet kept the elegant coachwork that had debuted back in 1960/1961 on the 220 SE. Nevertheless, there had been some refinements made: the radiator shell was lower and wider, with a correspondingly flatter front end to the bonnet, a characteristic that has led to enthusiasts referring to these face-lifted cars as 'flat radiator' models, while the bumpers were now fitted with rubber strips. Significantly, the 280 SE 3.5 was to be the final model featuring this long-established and much-admired body style. It was truly Mercedes-Benz's flagship model, representing status, luxury and reliability. Today these last-of-the-line classics are highly sought after by discerning Mercedes-Benz collectors.

 

Most elegantly finished in the original colour combination of beige grey (beigegrau) with bamboo (bambus) coloured leather interior, this beautifully presented Mercedes-Benz incorporates a host of desirable options including a Becker Grand Prix radio; central armrests front and rear; heated rear screen; additional spotlights; automatic transmission; electric sliding sunroof; and electric windows.

 

As per the Mercedes-Benz data card (copy on file), the car was sold new via the Munich based dealer (code 226) but its first custodian was a medical doctor based in Vienna. The doctor owned the Mercedes from new until 1989 when the car was sold to its second Austrian owner, who would keep it until 2012 (copies of Austrian registration documents are on file). In 2012 the car was sold via a German dealer to its first German owner, who in turn sold it to the current vendor, a very well-respected collector of fine cars based in Munich. Clearly this car has been looked after all its life, and recent expenditure includes the following:

 

• 2017: comprehensive service by Mercedes-Benz in Munich including a comprehensive brake service; repair of the power-assisted steering; cooling circuit overhaul; installing new engine mounts; check and repair of heating and ventilation system, etc for a total of €14,600

• 2018: overhaul of the automatic gearbox and further smaller repairs, again at Mercedes-Benz Munich €5,530

• 2018: installing safety belts at CarTech Knowledge, Ismaning near Munich €2,000

• 2020: dry ice blasting and repair of some rust on wheel arches including paint, again at CarTech €5,150

• 2021: service with some minor repairs at CarTech €3,050

Haldane 3000HD (1988-94) Engine 1993cc S4 OHC Ford Pinto

Registration Number Q 25 TDS (Undefined age registration, issued from Glasgow)

HALDANE ALBUM

www.flickr.com/photos/organize

 

John Haldane launched Haldane Developements Ltd. in Glasgow in 1988 to produce automobiles and kits. In 1993 Brian Harrison and Alisdair Scott took over production until 1994. From 1994 Pilgrim cars took over production, retaining the Haldane name but moved the facilities from Glasgow to Henfield in West Sussex. Production finally ended in 2008 after around 136 vehicles had been produced.

 

The first model was the HD100 a model based on the Austin Healey 100, with a fibreglass body mounted on a chassis developed in house. The four cylinder engine came from the Vauxhall Chevette. From 1993 a revised chassis was released to accommodate Ford engines. Around 100 examples were built between 1988-1994.

 

In 1991 a second model, the HD3000 complemented the range, modeled on the Austin Healey 3000 it otherwise corresponded with the HD100 around 36 were built by 2008

 

This Austin Healey replica was built by Haldane before the Scottish company ceased trading. The rights are now with Pilgrim who are planning to return the car to production.

Styled on similar lines as the classic Austin Healey the car has a composite (GRP) monocoque bodyshell, powered by a modern engine with Ford Sierra suspension and a robust backbone chassis and Geoscan designed suspension. It will be supplied either as a kit priced between £13,900 to £16,900 dependant upon specification or factory built for £18,000 for one with used components to £ 27,000 for a top specification factory built car with new components.

 

Diolch am 77,976,492 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 77,976,492 amazing views, every one is greatly appreciated.

 

Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1262

   

Volkswagen Golf Rallye Mk.2 (1988-89) Engine 1763cc Supercharged S4 160PS

Production 5,000 (Rallye Golfs) 6,000,000 (all Golf Mk.2's)

Decals Gilder Sport

Registration Number G 888 NWB (Manchester)

VOLKSWAGEN SET

www.flickr.com/photos/45676495@N05/sets/72157623738785355...

 

The second-generation Volkswagen Golf was launched in Europe at the 1983 Frankfurt Motor Show and launched into the British marketplace March 1984. It featured a larger bodyshell, and a wider range of engine options than the Mark 1 and a more rounded style. During the life of the Golf MK2, there were a number of external style revisions. Notable changes to the looks of the Golf MK2 included the removal of quarterlight windows in the front doors, and the introduction of larger grille slats with the August 1987 facelift. The most notable was the introduction of so-called Big Bumpers which were introduced in the European market with an August 1989 facelift.

 

VW Motorsport entered the WRC from 1990-1991 with limited success, the best finishes being a third place on the 1990 Rally New Zealand and a fifth place on the 1990 Tour De Course Rally. Limited budget compared to the larger teams meant development time was small, leading to VW Motorsport pulling out of the WRC at the end of the 1990 season, however, they did enter the 1991 German Rally Championship (Deutsche Rallye Meisterschaft), in which they won both the drivers' and manufacturers' titles.

 

In 1989, the Rallye Golf appeared as a limited edition homologation special for Group A rallying. Distinguishable by its box-flared wheel arches and rectangular projector headlamps, this model featured Syncro four-wheel drive, a cable shifted transmission and a G-supercharger 1763 cc, marginally less than the standard 1781 cc to enable the car to enter in the sub 3-litre class for Group A rallying.

 

Five thousand cars were built in Volkswagen's Brussels, Belgium, plant, priced at about DM 50,000 each (or roughly twice as much as a base Golf GTI). The Rallye Golf has 160 PS. The Homologation was completed on 1 December 1989.

 

Diolch am 100,636,380 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

 

Thanks for 100,636,380 amazing views, every one is greatly appreciated.

 

Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-532

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

 

A stripped shell mounted on a trestle.

The stripped bodyshell of 45011 is seen here in the erecting shop at Derby works undergoing what would be its last classified (General) repair, 1st September 1979.

 

Locomotive History

Originally D12 it was the second of the uprated BR/Sulzer Type 4's D12 was released from Derby works and entered traffic in October 1960, allocated to Derby MPD. The first five class 45's were built with nose-end gangway doors similar to the class 44's, however this feature was quickly discontinued from the rest of the class and the doors were removed from D11 – D15 when they made works visits for classified repairs, as were the original split headcode boxes. During February 1961 D12 moved to Leeds Holbeck and then almost immediately to Neville Hill. The end of 1961 was not a good time for the Peaks and in mid December Darlington Works was host to D11/12/15/16/26/28 for unclassified repairs. In July 1962 it transferred to Derby followed by a transfer to Cricklewood two months later where it would remain for the next couple of years before migrating back to Leeds Holbeck for a prolonged stay. At the end of the 1970’s it transferred to York followed by a transfer to Tinsley from where it was withdrawn in May 1981 less than two years after this extensive general repair. The locomotive was quickly moved to Derby works for spares removal and by September 1981 it had been surprisingly broken up, Derby works not being noted for the speedy dispatch of withdrawn locomotives.

 

Praktica LTL, Ektachrome 200

Austin Allegro 2 1300 HLS (1979-82) Engine 1275cc S5 BMC A+ Series

Registration Number SWK 701 W (Coventry)

AUSTIN SET

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

 

The Allegro (ADO67) 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 72,238,288 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 72,238,288 amazing views, enjoy and stay safe

 

Shot 05.05.2019 at Catton Park Classic Car Show Ref 141-033

    

Ford Cortina Mk.V 1.6 litre (1979-82) Engine 1593cc Pinto S4

Registration Number VNC 278 X (Manchester)

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 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 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 160-199

Armstrong Siddeley Sapphire 236 (1956-58) Engine 2309 S6 OHV 85bhp

Production 693 (plus 803 234s)

Registration Number PCJ 531 (Herefordshire)

ARMSTRONG SIDDELEY SET

www.flickr.com/photos/45676495@N05/sets/72157623635543067...

 

The Armstrong Siddeley Sapphire is a large executive car produced from 1952 to 1960.

 

The Sapphire 234 and 236, are identical looking cars introduced in 1955, the 234 with a four cylinder 2290cc engine being slightly the more numerous with 803 examples produced to 1958. The 236 is powered by a 2309cc straight six engine, produced until 1957 with a total of 603 cars built.

 

The four cylinder 234 and the six cyclinder 236 were introduced in 1955,, as executive Sports Saloons sharing the same bodyshell. The 236 has the old Whitley long stroke six cylinder engine. A conventional manual gearbox was available but many were fitted with a Lockheed Manumatic "clutchless" transmission. Overdrive was an option on either transmission This car with an 85 mph maximum was intended to be a quiet, flexible, easy-to-drive saloon and quite a rarity with only 603 produced

 

Diolch am 75,516,876 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 75,516,876 amazing views, every one is greatly appreciated.

 

Shot 21.07.2019 at , Ashover Classic Car Show, Ashover, Derbyshire 143-350

     

A stroke of luck saw this numerical pairing at Eastfield.

 

40173 was by this time withdrawn and engine less, beyond that there was nothing else removed from it and with Eastfield also being one of the Scottish Region Diesel Training schools there was plans to convert it to a mobile training school and drag it to other locations as part of this plan. Needless to say it was ambitious, but so where many ideas in the Chris Green motivated ScotRail era, many being a success.

 

40173 was eventually hauled to Perth of all places and the bodyshell grounded and eventually cut up.

  

Formosa 120GR (1963 donor car) Engine 1147cc Triumph S4

Registration 56 SC

 

This is an interesting one, and one i had not seen before, although i had a long chat with the builder/owner of another example i saw over the 2026 Spring Bank Holiday (nice chap)

 

Formosa 120GR, inspired by the racing cars from the 1950's. this car is not a replica but captures the style of the era. The design does not replicate any particular marque or model, (although the badging on this one makes it look very much like a mid fifties Maserati sports/racer) therefore avoiding any copyright issues that some replicas have fallen foul of. The result is a stand alone classic looking 50's race car.

The Formosa was the brain child of hot rodder, Gary Jane, and resembled his earlier similar kit car the Sammio. The Formosa was begun under a different operation called Mid Century Re-Creations. The idea was for an enthusiast to find an old Triumph Herald or Vitesse, get rid of the bodyshell, add Gary Janes’ metal support perimeter frame (which was offered at a cost of c.£1000) and his one-piece bodyshell (plus boot, doors and flip-front) for c.£2900 and you had a period-looking two-seater that was IVA exempt and utilised an unmodified chassis.

 

There were two versions of the Formosa 120GR. The long nose is based on a Reliant Scimitar SE5/5A, and the Short Nose uses a Triumph Herald or Vitesse Chassis as a donor. Mid Century Recreations could supply more parts of the car, such as seats, dashboard, front bulkhead panels, wire wheels, windscreen and much more.

 

It certainly looks a barrel of fun.

 

Diolch am 98,892,241 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

 

Thanks for 98,892,241 amazing views, every one is greatly appreciated.

 

Shot 09.10.2022, at Bicester Heritage, Autumn Scramble, Bicester Aerodrome, Bicester, Oxon 166-258

Chevrolet Impala (2nd Gen) 4 door Sports Hardtop (1959-60) Engine 235 cu in (3860cc) S6 Blue Flame

Registration Number not visable

CHEVROLET SET

www.flickr.com/photos/45676495@N05/sets/72157623638181561...

 

As part of a GM economy move the 1959 Chevrolet Impala was redesigned to share bodyshells with lower-end Buicks and Oldsmobiles, and Pontiacs. Using a new X-frame chassis the roof line was 3 inches lower, bodies were 2 inches wider, the wheelbase was 1-1/2 inches longer, and curb weight increased. Flattened tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide, nonfunctional front air intake scoops were added just above the grille,

 

he Impala became a separate series, adding a four-door hardtop and four-door sedan to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW)

 

The second series Impala 1959-60 now available in five different body styles two and four door hardtops, a two door convertable, a four door sedan and a two door coupe. 1959 was the only model year that the Impala appeared without the trademark six tail lights instead using large teardrop style lights .

 

Diolch yn fawr am 66,296,805 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 66,296,805 amazing views, enjoy and stay safe

 

Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-072

    

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

  

Austin Allegro (Ser.1) 1100DL (1973-76) 1098cc S4 Tr.

Registration Number HEG 512 N (Huntingdon for Peterborough)

AUSTIN SET

 

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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

 

Thankyou for a massive 58,797,499 views

 

Diolch am 58,797,499 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 126-044

  

www.historics.co.uk/buying/auctions/2022-11-26/cars/ref-1...

Chassis n° 4609606

Coachwork by Henri Chapron

 

- Open headlight version with desirable green LHM hydraulic fluid

- Matching numbers (chassis, body, engine)

- Comprehensively restored to concours condition 1990-1993

- Registered in the UK

 

Bonhams : The Zoute Sale

Important Collectors' Motor Cars

The Zoute Grand Prix Gallery

Estimated : € 180.000 - 220.000

Withdrawn

 

Zoute Grand Prix Car Week 2025

Knokke - Zoute

België - Belgium

October 2025

 

Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again in 1955 with the launch of the strikingly styled 'DS'. Beneath the shark-like newcomer's aerodynamically efficient, low-drag bodyshell there was all-independent, self-levelling, hydro-pneumatic suspension plus power-operated brakes, clutch, and steering.

 

The project had been initiated in the 1930s by the company's managing director, Pierre-Jules Boulanger, and would be brought to fruition by designers Andre Lefebvre, previously with Voisin and Renault, and Flaminio Bertoni, who had worked on the styling of the pre-war Traction Avant. Part of Boulanger's brief had been that the proposed 'VGD' (Voiture de Grand Diffusion or Mass Market Car) should be capable of affording a comfortable ride over sub-standard rural roads while remaining stable at sustained high speeds on the Autoroutes. The solution to these seemingly incompatible requirements was the famous hydro-pneumatic suspension, suggested by Citroën engineer Paul Mages. No European car would match the DS's ride quality for several years, the fundamental soundness of Citroën's ahead-of-its-time hydro-pneumatic suspension being demonstrated by its survival until recently in top-of-the-range models.

 

In September 1965 the DS's original 1,911cc, overhead-valve, long-stroke engine – inherited from the Traction Avant - was replaced by a short-stroke 1,985cc unit, also available in 2,175cc and 2,347cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed gearbox. Other models offered alongside the original DS were the ID (a simplified, cheaper version), the cavernous Safari estate and the two-door Décapotable (convertible), the latter boasting coachwork by Henri Chapron. Chapron's first convertibles had been produced independently of Citroën but the factory eventually gave the project its blessing. Built by Chapron, Citroën's own Décapotables were erected on the longer, stronger chassis of the ID Break (Estate). In total, 1,365 usine (factory) convertibles were made with either the DS19 or DS21 engine between 1960 and 1971, while Chapron built a further 389 of his own, the last in 1973.

 

First registered in 1968, this matching-numbers DS 21 Décapotable has the most desirable hydraulic semi-automatic gearbox. We're advised by the vendor that this DS remained with the first owner until 1988 when it was sold to a Parisian professor of psychology, Mr Ike Benzakein. This car has belonged to only two families since it left the factory before it was purchased by our vendor from the Zoute Sale in 2019.

 

In 1990, Mr Benzakein commenced a restoration to the highest standard; the chassis, body, engine, transmission, hydraulics, interior, and convertible hood all being restored to 'as new' condition, while the car was repainted in Bleu Antartique, a colour that was available in period. It is believed that during the restoration the front of the car was modified from the twin headlamp configuration to the arguably more attractive single 'Frogeye' version. Today, this DS remains in outstanding condition; fastidiously maintained, it is reported to run and drive superbly. Restoration bills are on file. An eye-catcher at any gathering, this magnificent and rare piece of French motoring history is 'on the button' and ready to be enjoyed. The car is currently registered in the United Kingdom and is being offered with a V5C registration document.

Lotus Europa Special (1972-75) Engine 1558cc S4 Twin Cam Production 3130

Registration Number JLB 231 N (London NW)

LOTUS SET

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The Europa Series 1 debuted in 1966, originally planned to suceed the Seven. Powered by a modified 1470cc Renault 16 engine of 82bhp and a four speed gearbox. VW owned the rights to the Europa name in Germany, so exports to Germany were badged as Europe.

The Series 2 Type 54 followed in 1968 using the same Renault engine but offered a number of refinements, including electric windows, fully adjustable seats, a new interior, and a polished wooden fascia for the dashboard.

The Type 74 Twin Cam was launched in 1971 with a 105 bhp 1558cc Lotus-Ford Twin Cam engine of 105bhp and a re-designed bodyshell to improve rearward visibility. Initially with the same gearbox as the earlier cars, once the supply had been exhausted in 1972 a new stronger Renault 4-speed gearbox (Type 352) was introduced.

Lotus then switched to a 126bhp Big Valve version of the engine. With the Europa Special version aspirated by Dell'Orto carburettors in addition to offering a new Renault 5-speed (Type 365) gearbox option. It weighed 740 kg. Introduced in September 1972 the first 200 big valve cars were badged and painted to honour the just won Team Lotus's 1972 F1 World Championship title with John Player Special as sponsors, all with 5 speed gearbox, these were all black with gold pin stripe matching the livery of the GP cars – plus a numbered JPS dash board badge, The Special name and colour scheme was intended as a limited production run of 200, then reverting back to the Twin Cam name, but such was the demand they remained in production until the demise of the Europa, though other colour schemes were available and only the first 200 carry a numbered plaque

 

Thankyou for a massive 55,763,532 views

 

Shot 17.07.2016 at Shelsey Walsh Classic Nostalgia Meeting, Worcestershire REF 121-572

Panther Kallista (1982-93) Engine 2792cc V6 OHV

 

Registration Number D 305 APL (Guildford)

PANTHER ALBUM

 

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Designed by Robert Jankel the Panther Kallista was produced by Panther Westwinds from 1982 to 1990 replacing the Panther Lima as the companies volume sales car.

 

Unlike the Lima which used Vauxhall engine the Kallista used a range of Ford engines from the 1.6ltr S4, to the 2792cc and 2933 Cologne V6. This is powered by a 2.8ltr Cologne V6.

Rear axle and double wishbone front suspension gave well balanced handling. The Kallista used an aluminium body over a purpose-built steel chassis. Performance was good, with a sprint to 60 mph in under 8 seconds

Nicely finished though the cockpit was a little narrow.

 

The Kallista was produced from 1982 to 1990 until SsangYong Motor Company released a badge engineered version in 1992 called the SsangYong Kallista, with major changes underneath. The aluminium bodyshells were made in South Korea and shipped to the UK in the cargo containers which were proprietor Kim's main business. only 77 were produced

 

Diolch am 88,621,378 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.

 

Thanks for 88,621,378 amazing views, every one is greatly appreciated.

 

Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-284

 

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.

. . . removing the background of a photo like this is only possible, if you stop breathing!

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The Volkswagen Beetle (officially the Volkswagen Type 1, informally in Germany the Volkswagen Käfer, in Poland the Volkswagen Garbus and in the U.S. the Volkswagen Bug) is a two-door, four passenger, rear-engine economy car manufactured and marketed by German automaker Volkswagen (VW) from 1938 until 2003.

 

The need for this kind of car, and its functional objectives, was formulated by the leader of Nazi Germany, Adolf Hitler, who wanted a cheap, simple car to be mass-produced for his country's new road network. Hitler contracted Ferdinand Porsche in 1934 to design and build it. Porsche and his team took until 1938 to finalise the design. The influence on Porsche's design of other contemporary cars, such as the Tatra V570 and the work of Josef Ganz remains a subject of dispute. The result was one of the first rear-engined cars since the Brass Era. With 21,529,464 produced, the Beetle is the longest-running and most-manufactured car of a single platform ever made.

 

Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 on (mass production had been put on hold during the Second World War) when the model was internally designated the Volkswagen Type 1, and marketed simply as the Volkswagen (or "People's Car"). Later models were designated Volkswagen 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement, the latter two derived from the type number. The model became widely known in its home country as the Käfer (German for "beetle") and was later marketed as such in Germany, and as the Volkswagen in other countries. For example, in France it was known as the Coccinelle (French for ladybug).

 

The original 25 hp Beetle was designed for a top speed around 100 km/h, which would be a viable speed on the Reichsautobahn system. As Autobahn speeds increased in the postwar years, its output was boosted to 36, then 40 hp, the configuration that lasted through 1966 and became the "classic" Volkswagen motor. The Beetle ultimately gave rise to variants, including the Karmann Ghia, Type 2 and external coachbuilders. The Beetle marked a significant trend, led by Volkswagen, Fiat, and Renault, whereby the rear-engine, rear-wheel drive layout increased from 2.6 percent of continental Western Europe's car production in 1946 to 26.6 percent in 1956. The 1948 Citroën 2CV and other European models marked a later trend to front-wheel drive in the European small car market, a trend that would come to dominate that market. In 1974, Volkswagen's own front-wheel drive Golf model succeeded the Beetle. In 1994, Volkswagen unveiled the Concept One, a "retro"-themed concept car with a resemblance to the original Beetle, and in 1998 introduced the "New Beetle", built on the contemporary Golf platform with styling recalling the original Type 1. It remained in production through 2010, being succeeded in 2011 by the more aggressively styled Beetle (A5).

 

In the 1999 Car of the Century competition, to determine the world's most influential car in the 20th century, the Type 1 came fourth, after the Ford Model T, the Mini, and the Citroën DS.

 

HISTORY

THE PEOPLES CAR

In April 1934, Adolf Hitler gave the order to Ferdinand Porsche to develop a Volkswagen (literally, "people's car" in German, pronounced [ˈfɔlksvaːɡən]). The epithet Volks- literally, "people's-" had been applied to other Nazi-sponsored consumer goods such as the Volksempfänger ("people's radio").

 

In May 1934, at a meeting at Berlin’s Kaiserhof Hotel, Chancellor Hitler insisted on a basic vehicle that could transport two adults and three children at 100 km/h while not using more than 7 litres of fuel per 100 km (32 mpg US/39 mpg UK). The engine had to be powerful for sustained cruising on Germany’s new Autobahnen. Everything had to be designed to ensure parts could be quickly and inexpensively exchanged. The engine had to be air-cooled because, as Hitler explained, not every country doctor had his own garage (ethylene glycol antifreeze was only just beginning to be used in high-performance liquid-cooled aircraft engines. In general, radiators filled with water would freeze unless the vehicle was kept in a heated building overnight or drained and refilled each morning).

 

The "People's Car" would be available to citizens of Nazi Germany through a savings scheme, or Sparkarte (savings booklet), at 990 Reichsmark, about the price of a small motorcycle. (The average weekly income was then around 32RM.)

 

DEVELOPMENT

Ferdinand Porsche developed the Type 12, or "Auto für Jedermann" (car for everybody) for Zündapp in 1931. Porsche already preferred the flat-four engine, and selected a swing axle rear suspension (invented by Edmund Rumpler), while Zündapp insisted on a water-cooled five-cylinder radial engine. In 1932, three prototypes were running. All of those cars were lost during World War II, the last in a bombing raid in Stuttgart in 1945.

 

The Zündapp prototypes were followed by the Porsche Type 32, designed in 1933 for NSU Motorenwerke AG, another motorcycle company. The Type 32 was similar in design to the Type 12, but it had a flat-four engine. NSU's exit from car manufacturing resulted in the Type 32 being abandoned at the prototype stage.

 

Initially designated Type 60 by Porsche, the design team included Erwin Komenda and Karl Rabe. In October 1935, the first two Type 60 prototypes, known as the V1 and V2 (V for Versuchswagen, or "test car"), were ready. In 1936, testing began of three further V3 prototypes, built in Porsche's Stuttgart shop. A batch of thirty W30 development models, produced for Porsche by Daimler-Benz, underwent 2,900,000 km of further testing in 1937. All cars had the distinctive round shape and the air-cooled, rear-mounted engine. Included in this batch was a rollback soft top called the Cabrio Limousine. A further batch of 44 VW38 pre-production cars produced in 1938 introduced split rear windows; both the split window and the dash were retained on production Type 1s until 1953. The VW38 cars were followed by another batch of 50 VW39 cars, completed in July 1939.

 

The car was designed to be as simple as possible mechanically. The air-cooled 25 hp (19 kW) 995 cc motors' built-in oil cooler and flat-four engine configuration's superior performance was also effective for the German Afrika Korps in Africa's desert heat. The suspension design used compact torsion bars instead of coil or leaf springs. The Beetle is nearly airtight and will briefly float.

 

THE FACTORY

On 26 May 1938, Hitler laid the cornerstone for the Volkswagen factory in Fallersleben. He gave a speech, in which he named the car Kraft-durch-Freude-Wagen ("Strength Through Joy Car", usually abbreviated to KdF-Wagen). The name refers to Kraft durch Freude ('Strength Through Joy'), the official leisure organization of Nazi Germany. The model village of Stadt des KdF-Wagens was created near Fallersleben in Lower Saxony in 1938 for the benefit of the workers at the newly built factory.

 

The factory had only produced a handful of cars by the start of the war in 1939; the first volume-produced versions of the car's chassis were military vehicles, the Type 82 Kübelwagen (approximately 52,000 built) and the amphibious Type 166 Schwimmwagen (about 14,000 built).

 

The first Beetles were produced on a small scale in 1941.

 

WARTIME PRODUCTION

A handful of KdF-Wagen (Typ 60) were produced primarily for the Nazi elite from 1941 to 1944, but production figures were small because the factories were concentrating on production of the Kübelwagen (Typ 82), the beetle for the Wehrmacht (Typ 82 E), the Schwimmwagen (Typ 166), and a handful of other variants. The factory produced another wartime vehicle: the Kommandeurswagen (Typ 87); a Beetle body mounted on a 4WD Schwimmwagen chassis. The Kommandeurswagen had widened fenders to accommodate its Kronprinz all-terrain tires. 564 Kommandeurswagen were produced up to 1944, when all production was halted because of heavy damage to the factory by Allied air raids. Much of the essential equipment had already been moved to underground bunkers for protection, which let production resume quickly after hostilities ended. Due to gasoline shortages late in the war, a few "Holzbrenner" Beetles were built powered by pyrolysis gas producers located under the front hood.

 

POST-WAR PRODUCTION AND BOOM

In occupied Germany, the Allies followed the Morgenthau plan to remove all German war potential by complete or partial pastoralization. As part of this, in the Industrial plans for Germany, the rules for which industry Germany was to be allowed to retain were set out. German car production was set at a maximum of 10% of the 1936 car production numbers.

 

Mass production of civilian VW cars did not start until post-war occupation. The Volkswagen factory was handed over by the Americans to British control in 1945; it was to be dismantled and shipped to Britain. Thankfully for Volkswagen, no British car manufacturer was interested in the factory; an official report included the phrases "the vehicle does not meet the fundamental technical requirement of a motor-car ... it is quite unattractive to the average buyer ... To build the car commercially would be a completely uneconomic enterprise." The factory survived by producing cars for the British Army instead. Allied dismantling policy changed in late 1946 to mid-1947, although heavy industry continued to be dismantled until 1951. In March 1947, Herbert Hoover helped change policy by stating

 

There is the illusion that the New Germany left after the annexations can be reduced to a "pastoral state". It cannot be done unless we exterminate or move 25,000,000 people out of it.

 

The re-opening of the factory is largely accredited to British Army officer Major Ivan Hirst. Hirst was ordered to take control of the heavily bombed factory, which the Americans had captured. His first task was to remove an unexploded bomb that had fallen through the roof and lodged itself between some pieces of irreplaceable production equipment; if the bomb had exploded, the Beetle's fate would have been sealed. Knowing Germany needed jobs and the British Army needed vehicles. Hirst persuaded the British military to order 20,000 cars, and by March 1946 the factory was producing 1,000 cars a month (in Army khaki, under the name Volkswagen Type 1), which Hirst said "was the limit set by the availability of materials". During this period, the car reverted to its original name of Volkswagen and the town was renamed Wolfsburg. The first 1,785 Type 1s were made in 1945.

After World War II, it was officially designated the Volkswagen Type 1, but was more commonly known as the Beetle.Following the British Army-led restart of production and Hirst's establishment of sales network and exports to Netherlands, former Opel manager (and formerly a detractor of the Volkswagen) Heinz Nordhoff was appointed director of the Volkswagen factory in 1949. Under Nordhoff, production increased dramatically over the following decade, with the one-millionth car coming off the assembly line by 1955. During this post-war period, the Beetle had superior performance in its category with a top speed of 115 km/h and 0–100 km/h in 27.5 seconds with fuel consumption of 6.7 l/100 km (36 mpg) for the standard 25 kW (34 hp) engine. This was far superior to the Citroën 2CV, which was aimed at a low speed/poor road rural peasant market, and Morris Minor, designed for a market with no motorways / freeways; it was even competitive with more advanced small city cars like the Austin Mini.

 

In Small Wonder, Walter Henry Nelson wrote:

"The engine fires up immediately without a choke. It has tolerable road-handling and is economical to maintain. Although a small car, the engine has great elasticity and gave the feeling of better output than its small nominal size."

 

There were other, less-numerous models, as well. The Hebmüller cabriolet (officially Type 14A), a sporty two-seater, was built between 1949 and 1953; it numbered 696. The Type 18A, a fixed-top cabriolet, was produced by Austro-Tatra as a police and fire unit; 203 were assembled between January 1950 and March 1953.

 

The chassis became a technological and parts donor to Volkswagen Type 2 (also known as Bulli) and external coachbuilders like Rometsch, Dannenhauer & Stauss, Wilhelm Karmann, Enzmann, Beutler, Ghia-Aigle, Hebmüller & Söhne, Drews, Wendler.

 

On 17 February 1972, when Beetle No. 15,007,034 was produced, Beetle production surpassed that of the previous record holder, the Ford Model T. By 1973, total production was over 16 million, and by 23 June 1992, over 21 million had been produced.

 

DECLINE

Though extremely successful in the 1960s, the Beetle was increasingly faced with stiff competition from more modern designs globally. The Japanese had refined rear-wheel-drive, water-cooled, front-engine small cars including the Datsun 510 and Toyota Corona, whose sales in the North American market grew rapidly at the expense of Volkswagen in the late 1960s. Honda introduced the N600, based on the space-efficient transverse-engine, front-wheel-drive layout of the original Austin Mini, to the North American market in late 1969, and upgraded the model to the Honda Civic in 1972. The Japanese "big three" would soon dominate compact auto sales in North America. In 1971 Ford introduced its Pinto, which had some market impact as a low cost alternative. As the 1960s came to a close, Volkswagen faced increasingly stiff competition from European cars as well. The Beetle was faced with competition from new designs like the Fiat 127 and Renault 5, and more robust designs based on the Austin Mini layout such as the Superminis. German competitors, Ford and Opel also enjoyed strong sales of modern smaller cars like the Ford Escort and Opel Kadett. Volkswagen's attempts to boost the power of their air-cooled motor to meet the demands of higher highway speeds in the late 1960s, then comply with new pollution control regulations, caused problems for reliability and fuel efficiency that impaired the reputation of the aging design. Safety issues with the Beetle came under increasing scrutiny, culminating in the 1972 release of a rather scathing report. During the early 1970s, sales of the Beetle in Europe and North America plummeted.

 

There were other models introduced to supplement the Beetle in the VW product line throughout the 1960s; the Type 3, Type 4, and the NSU-based and larger K70. None of these models, aimed at more upscale markets, achieved the level of success as the Beetle. The over-reliance on a single model, now in decline, meant that Volkswagen was in financial crisis by 1974. It needed German government funding to produce the Beetle's replacement.

 

Production lines at Wolfsburg switched to the new water-cooled, front-engined, front-wheel drive Golf designed by Giorgetto Giugiaro in 1974, sold in North America at the time as the "Rabbit". The Golf would eventually become Volkswagen's most successful model since the Beetle. The Golf would be periodically redesigned over its lifetime, entering its seventh generation in 2012, with only a few components carried over between generations, while the Beetle had only minor refinements of its original design.

 

The Golf did not kill Beetle production, nor did the smaller Polo which was launched a year later. Production of the Beetle continued in smaller numbers at other German factories until 19 January 1978, when mainstream production shifted to Brazil and Mexico: markets where low operating cost was an important factor. However, this shift in production did not completely end sales of the Beetle in Europe, although after this date sales of the Beetle in Europe were very low. Beetle sedans were produced for U.S. markets until July 1977 and for European markets until 1985, with private companies continuing to import cars produced in Mexico after 1985. The Beetle convertible/Cabriolet ended production (as 1979 models) as of January 31, 1980.

 

The last Beetle was produced in Puebla, Mexico, in July 2003. The final batch of 3,000 Beetles were sold as 2004 models and badged as the Última Edición, with whitewall tires, a host of previously discontinued chrome trim, and the choice of two special paint colors taken from the New Beetle. Production in Brazil ended in 1986, then started again in 1993 and continued until 1996.

 

The Beetle outlasted most other cars which had adopted the rear air-cooled engine layout such as those by Subaru, Fiat, and General Motors. Porsche's 356 series which originally used some Volkswagen sourced parts, continued to use the classic rear engine layout (which later became water-cooled) in the Porsche 911 996 series, which remains competitive in the second decade of the 21st century.

 

WORLDWIDE END OF PRODUCTION

By 2002, over 21 million Type 1s had been produced, but by 2003, annual production had dropped to 30,000 from a peak of 1.3 million in 1971. VW announced the end of production in June 2003, citing decreasing demand, and the final original Type 1 VW Beetle (No. 21,529,464) rolled off the production line at Puebla, Mexico, on 30 July 2003 65 years after its original launch. This last Beetle, nicknamed El Rey (Spanish for "The King" after a legendary Mexican song by José Alfredo Jiménez) was delivered to the company's museum in Wolfsburg, Germany.

 

To celebrate the occasion, Volkswagen marketed a final special series of 3,000 Beetles marketed as "Última Edición" (Final Edition) in light blue (Aquarius Blue) or beige (Harvest Moon Beige). Each car included the 1.6 engine, whitewall tires, a CD player with four speakers, chrome bumpers, trim, hub caps and exterior mirrors, a Wolfsburg emblem above the front trunk's handle, chrome glove box badge, body coloured wheels, tinted glass, a rear parcel shelf, and VW Última Edición plaque.

 

A mariachi band serenaded production of the last car. In Mexico, there was an advertising campaign as a goodbye for the Beetle. In one of the ads was a very small parking space on the street, and many big cars tried to use it, but could not. After a while, a sign appears in that parking space saying: "Es increíble que un auto tan pequeño deje un vacío tan grande" (It is incredible that a car so small can leave such a large void). Another depicted the rear end of a 1954 Beetle (the year Volkswagen was established in Mexico) in the left side of the ad, reading "Erase una vez..." (Once upon a time...) and the last 2003 Beetle in the right side, reading "Fin" (The end). There were other ads with the same nostalgic tone.

 

- Engine: Fuel-injected (Bosch Digifant) four-cylinder horizontally opposed, 1,584 cc, 50 hp (37 kW), 98.1 N·m (72.4 lb·ft) @ 2,200 rpm, three-way catalytic converter

- Rated fuel mileage: 32.5 mpg-US (7.2 L/100 km; 39.0 mpg-imp)

- Max cruising speed: 130 km/h

- Brakes: front disc, rear drum

- Passengers: Five

- Tank: 40 L (11 US gal; 9 imp gal)

- Colours: Aquarius blue, Harvest Moon beige.

 

PROTOTYPES

DIESEL

In 1951, Volkswagen prototyped a 1.3 L diesel engine. Volkswagen made only two of these air-cooled boxer diesel engines (not turbocharged), and installed one engine in a Type 1 and another in a Type 2. The diesel Beetle was time tested on the Nürburgring and achieved 0–100 km/h in 60 seconds.

 

DESIGN

The Beetle featured a rear-located, rear-wheel drive, air-cooled four-cylinder, boxer engine in a two-door bodywork featuring a flat front windscreen, accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat – and offering a coefficient of drag of 0.41; to this relatively good CD, the also streamlined rear of car was of help. The bodywork attached with eighteen bolts to its nearly flat chassis which featured a central structural tunnel. Front and rear suspension featured torsion bars along with front stabilizer bar – providing independent suspension at all wheels. Certain initial features were subsequently revised, including mechanical drum brakes, split-window rear windows, mechanical direction-indicators and the non-synchronized gearbox. Other features, including its distinctive overall shape, endured.

 

Its engine, transmission, and cylinder heads were constructed of light alloy. An engine oil cooler (located in the engine fan's shroud) ensured optimal engine operating temperature and long engine life, optimized by a thermostat that bypassed the oil cooler when the engine was cold. Later models of the carburetor featured an automatic choke. Engine intake air passed through a metallic filter, while heavier particles were captured by an oil bath. After 1960, steering featured a hydraulic damper that absorbed steering irregularities.

 

Indicative of the car's utilitarian design, the interior featured painted metal surfaces, a metal dash consolidating instruments in a single, circular binnacle, adjustable front seats, a fold-down rear seat, optional swing-out rear windows, front windows with pivoting vent windows, heating via air-to-air exchange manifolds operating off the engine's heat, and a windshield washer system that eschewed the complexity and cost of an additional electric pump and instead received its pressurization from the car's spare tire (located in the front luggage compartment) which was accordingly overinflated to accommodate the washer function.

 

Throughout its production, VW marketed the Beetle with a four-speed manual transmission. From 1961 (and almost exclusively in Europe), VW offered an optional version of the Saxomat semi-automatic transmission: a regular 4-speed manual transaxle coupled to an electromagnetic clutch with a centrifugal clutch used for idle. Subsequently (beginning in 1967 in Europe and 1968 in the United States), VW offered an optional semi-automatic transmission (marketed as Automatic Stick Shift and also called AutoStick[citation needed]), which was a 3-speed manual coupled to an electro-pneumatic clutch and torque converter.

 

While the overall appearance of the Beetle changed little over its life span, it received over 78,000 incremental changes during its production.

 

EVOLUTION AND DESIGN CHANGES

BEETLE CABRIOLET

It was in 1948 that Wilhelm Karmann first bought a VW Beetle sedan and converted it into a four-seated convertible. The Beetle Cabriolet began production in 1949 by Karmann in Osnabrück. After successfully presenting it at VW in Wolfsburg, production started in 1949.

 

The convertible was more than a Beetle with a folding top. To compensate for the strength lost in removing the roof, the sills were reinforced with welded U-channel rails, a transverse beam was fitted below the front edge of the rear seat cushion, and the side cowl-panels below the instrument panel were double-wall. In addition, the lower corners of the door apertures had welded-in curved gussets, and the doors had secondary alignment wedges at the B-pillar.

 

The top was cabriolet-style with a full inner headliner hiding the folding mechanism and crossbars. In between the two top layers was 25 mm of insulation. The rear window was tempered safety glass, and after 1968, heated. Due to the thickness of the top, it remained quite tall when folded. To enable the driver to see over the lowered top, the inside rearview was mounted on an offset pivot. By twisting the mirror 180 degrees on a longitudinal axis, the mirror glass would raise approximately 5.1 cm.

 

The convertible was generally more lavishly equipped than the sedan with dual rear ashtrays, twin map pockets, a visor vanity mirror on the passenger side, rear stone shields, and through 1969, wheel trim rings. Many of these items did not become available on other Beetles until the advent of the optional "L" (Luxus) Package of 1970.

 

After a number of stylistic and technical alterations made to the Karmann cabriolet, (corresponding to the many changes VW made to the Beetle throughout its history), the last of 331,847 cabriolets came off the production line on 10 January 1980.

 

1950–1959 MODELS

During this period, a myriad of changes were made throughout the vehicle beginning with the availability of hydraulic brakes and a folding fabric sunroof in 1950. The rear window of the VW Beetle evolved from a divided or "split" oval, to a singular oval. The change occurred between October 1952 and March 1953. Beetles built during this time were known as a "Zwitter", or "hybrid", as they used the split-window bodyshell with oval-model chrome trim, vent windows and dashboard.

 

1953 models received a redesigned instrument panel. The one-piece “Pope's Nose” combination license plate/brake light was replaced by a smaller flat-bottomed license plate light. The brake light function was transferred to new heart-shaped lamps located in the top of the taillight housings.

 

In 1954, Volkswagen added 2 mm to the cylinder bore, increasing the displacement from 1,131 (1100) cc to 1,192 (1200) cc. This coincided with upgrades to various key components including a redesign of the crankshaft. This increased power from 30 hp (22 kW; 30 PS) to 36 hp (27 kW; 36 PS) and improved the engine's free revving abilities without compromising torque at lower engine speeds. At the same time, compression ratios were progressively raised as, little by little, the octane ratings of available fuel was raised in major markets during the 1950s and 1960s.

 

In 1955, the separate brake lights were discontinued and were combined into a new larger taillight housing. The traditional VW semaphore turn signals were replaced by conventional flashing directional indicator lamps for North America.

 

For 1956, the Beetle received what would become one of its more distinctive features, a set of twin chrome tailpipes. Models for North America gained taller bumper guards and tubular overrider bars.

 

For 1958, the Beetle received a revised instrument panel, and a larger rectangular rear window replaced the previous oval design.

 

1960–1969 MODELS

1960 models received a front sway bar along with a hydraulic steering damper.

 

For 1961, significant technical advances occurred in the form of a new engine and transmission. The engine remained at 1200cc but the power increased to 40 hp (30 kW; 41 PS) primarily due to an increase in compression ratio to 7.1:1. The carburetor received an electric automatic choke and the transmission was now synchronized on all forward gears. The traditional semaphore turns signals were replaced by conventional flashing directional indicators worldwide.

 

For 1962, the Beetle received a mechanical fuel level gauge in place of the former fuel tap. At the rear, larger tail lights were introduced incorporating a separate amber turn signal section to meet new European standards (these turn signals remained red in the US market until 1973). The former hand-pump style windscreen washer was replaced by a new design using compressed air. A Schrader valve located on the washer fluid tank allowed the system to be charged at a filling station to the recommended 35 psi (2.4 bar).

 

1964 models could be identified by a widened light housing on the engine lid over the rear license plate.

 

The largest change to date for the Beetle was in 1965: the majority of the body stampings were revised, which allowed for significantly larger windows. The windshield increased in area by 11% and was now slightly curved, rather than flat. Door windows increased accordingly by 6% (and door vent window edges were canted slightly back), rear side windows 17.5%, and the rear window 19.5%. The result was a more open, airy, modern look.

 

For 1966, the big news was an optional new 1300cc 50 hp (37 kW; 51 PS) engine in lieu of the previous 1200cc engine that had been the sole engine since 1954. Models so equipped carried a "1300" badge on the engine lid. The 1300cc engine was standard for North America.

 

For 1967, a yet-again larger-displacement engine was made available: 1500cc, 53 hp (40 kW; 54 PS) at 4,200 rpm. 1200 and 1300 engines continued to be available, as many markets based their taxation on engine size. 1500cc Beetles were equipped with front disc brakes and were identified with a "VW 1500" badge on the engine lid. North America received the 1500 engine as standard equipment, but did not receive front disc brakes. These models were identified by a "Volkswagen" badge on the engine lid.

 

The rear suspension was significantly revised including a widened track, softer torsion bars and the addition of a unique Z-configuration equalizing torsion spring. On US, UK and Ireland models, the generator output was increased from 180 to 360 watts, and the entire electrical system was upgraded from 6 volts to 12 volts. The clutch disc also increased in size and changes were made to the flywheel. New equipment included a driver's armrest on the door and locking buttons on both doors. Safety improvements included two-speed windscreen wipers, reversing lights (in some markets), and a driver's side mirror. In accord with the newly enacted US Federal Motor Vehicle Safety Standard 108, North American models received a dual-circuit brake system, the clear glass headlamp covers were deleted; the headlamps were brought forward to the leading edge of the front fenders, and the sealed-beam units were exposed and surrounded by chrome bezels.

 

1968 was a year of major change. The most noticeable of which were the new larger, higher mounted C-section bumpers. At the rear, new larger taillamps were adopted and were able to accommodate backup lamps, which were previously separate bumper-mounted units. Beetles worldwide received the '67 North American style vertical headlamp placement, but with replaceable-bulb headlamps compliant with ECE regulations rather than the US sealed beams. Other improvements were a new outside gas filler with spring-loaded flap, eliminating the need to open the trunk to refuel. The fuel gauge was integrated with the speedometer and was now electrically-actuated rather than cable-operated. The windscreen washer was now pressured by the spare tire, which was to be maintained at a pressure of 42 psi (2.9 bar). A pressure valve in the connecting hose closed airflow to the fluid reservoir if spare tire pressure fell below 30 psi (2.1 bar), which was above the recommended pressures for the road tires. A ventilation system was introduced, which drew fresh air into the cabin from louvres on the front decklid. For improved shifting, the shift lever was shortened, stiffened and moved rearward by

78 mm.

 

A number of safety improvements were made in order to comply with new American safety regulations: these included trigger-operated outside door handles, a secondary front hood latch, collapsing steering column, soft vent window latches, rotary glove compartment latch and instrument panel knobs labeled with pictographs. US models received a padded instrument panel that was optional in other markets. To meet North American head restraint requirements, VW developed the industry's first high-back bucket seat.

 

A new 3-speed semi-automatic gear box with torque converter and vacuum-operated clutch became available mid-production year. The semi-automatic models received a vastly improved semi-trailing-arm rear suspension (also known as "Independent Rear Suspension" although the earlier swing axle Beetles were also independent) and eliminated the need for the equalizing torsion spring. This new rear suspension layout would eventually become an option on later models. Beetles equipped with the automatic were identified with a "VW Automatic" badge on the engine lid and a matching decal in the rear window. In North America, the badging and decal were later revised to read, "Automatic Stick Shift".

 

For 1969, the only exterior change was the fuel filler flap no longer had a finger indentation due to a new interior-mounted fuel door release. For North America, the Beetle received a heated rear window, day/night mirror and the semi-trailing, independent rear-arm suspension as standard equipment.

 

1970–1979 MODELS

In 1970, A new "L" (Luxus) Package was introduced including, among other items, twin map pockets, dual rear ashtrays, full carpeting, a passenger-side visor vanity mirror, and rubber bumper moldings. The optional 1500 cc engine now came with an engine lid having two rows of cooling louvers, while the convertible's engine lid gained two additional sets for a total of four. For North America, the 1500 cc engine was enlarged to 1600 cc engine and produced 57 hp (43 kW; 58 PS)

 

For 1971, for the first time there were two Beetles, the familiar standard Beetle and a new larger version that was different from the windscreen forward. All Beetles received an engine upgrade: the optional 1500 cc engine was replaced by a 1600 cc version with twin-port cylinder heads and a larger, relocated oil cooler. The new engine produced 60 hp (45 kW; 61 PS). The ventilation system was improved with the original dash-top vents augmented by a second pair aimed directly at the driver and passenger. For the first time the system was a flow-through design with crescent-shaped air exits fitted behind the rear quarter windows. Airflow could be increased via an optional 2-speed fan. The standard Beetle was now badged as the VW 1300; when equipped with the 1600 engine, it was badged 1300 S, to avoided confusion with the Type 3, which wore VW 1600 badges.

 

The new larger Beetle was sold as the 1302/1302 S, offering nearly 50% increased luggage capacity. A new MacPherson strut front suspension was incorporated, similar to what was used in the Type 4, and the front track was widened. The new suspension layout allowed the spare tire to be positioned flat under the trunk floor, although the car had to be lengthened slightly to accomplish this. This also allowed a reduction in turning radius. To gain additional trunk volume, the under-dash panel was lowered, allowing the fuel tank to be shifted rearward. From the windscreen back the big Beetle was identical to its smaller progenitor, except for having the semi-trailing arm rear suspension as standard equipment. Overall, the big Beetle was 50 mm longer in length and 35 mm wider and rode on a 20 mm longer wheelbase than the standard model. Both Beetles were available with or without the L Package. The convertible was now based on the 1302 body. In North America, the 1302 was marketed as the Super Beetle and came only with the L Package and 1600 cc engine. While it lacked the front disc brakes that normally accompanied the larger motor, it was fitted with brake drums that were slightly larger than the standard Beetle. With the Super Beetle being sold as the premium model in North America, the standard Beetle, while retaining the same 1600 cc engine, was stripped of many of its earlier features in order to reduce the selling price. Bright window and running board moldings disappeared, along with the day/night mirror, horn ring, map pocket, locking glove box and miscellaneous other items.

 

1972 models had an 11% larger rear window 40 mm taller, larger front brakes[citation needed] and the convertible engine lid with four rows of louvres was now used on all Beetles. Inside the vehicle, a four-spoke energy-absorbing steering wheel was introduced, the windshield wiper/washer knob was replaced in favor of a steering column stalk, and intermittent wipers were a new option available in selected markets. An engine compartment socket for the proprietary VW Diagnosis system was also introduced. The rear luggage area was fitted with a folding parcel shelf. A limited-edition Commemorative model was launched in celebration of the Beetle's passing the record of the Ford Model T as the world's most-produced automobile. The Commemorative Beetle was a 1302 LS finished in a special Marathon Blue Metallic paint and unique 4.5 x 15 styled steel wheels. In the U.S., it was marketed as the Super Beetle Baja Champion SE.

 

1973 models featured significantly-enlarged "elephant foot" taillamps mounted in reshaped rear fenders. In the engine bay, the oil-bath air cleaner gave way to a dry element filter, and the generator was replaced with an alternator. The 1302/Super became the 1303 with a new taller wrap-around windscreen. The changes to the cowl and windshield resulted in slight redesign of the front hood. The instrument panel, formerly shared with the standard Beetle, was all-new and incorporated a raised speedometer pod, rocker-style switches and side-window defrosters. The limited-edition GSR (Gelb-Schwarz Rennen) was a 1303 S available only in Saturn Yellow paint equipped with special 140 mm wide sport wheels fitted with 175/70-15 Pirelli Cinturato CN36 high-performance radial tires. Front and rear deck lids were finished in matte black, as was all exterior trim with the exception of the chrome headlamp bezels. Inside were corduroy and leatherette high-bolstered sport seats and a small diameter three-spoke steering wheel with padded leather rim and a small red VW logo on the bottom spoke. In North America, the GSR was sold as the Super Beetle Sports Bug. The North American model had body-color deck lids and was available in Marathon Blue Metallic in addition to Saturn Yellow. In some markets, the sport wheels (in both 4.5-inch and 5.5-inch widths), sport steering wheel and sport seats became available as stand-alone options.

 

For 1974, North American models received newly required 8.0 km/h impact bumpers mounted on self-restoring energy absorbers, which added approximately 25 mm to the car's overall length. On the Super Beetle, the steering knuckle, and consequently the lower attachment point of the strut, was redesigned to improve handling and stability in the event of a tire blowout. A limited-edition Big Beetle was introduced based on the 1303 LS. Available in unique metallic paint colors, the car featured styled-steel 5.5 in (140 mm) wide sport wheels wrapped in 175/70-15 tires, corduroy seat inserts, upgraded loop-pile carpet, wood-look instrument panel trim and a padded steering wheel with bright accents. In the North American market, a limited-edition Sun Bug was introduced as a standard Beetle or Super Beetle. Both were finished in metallic gold and featured styled-steel 4.5 in (110 mm)-wide sport wheels. Inside were brown corduroy and leatherette seats, loop-pile carpet, and padded four-spoke deluxe steering wheel. The Super Beetle Sun Bug included a sliding-steel sunroof.

 

In 1975, front turn indicators were moved from the top of the front fenders down into the bumper. At the rear, the license plate light housing was now molded of plastic with a ribbed top surface. To comply with tightening emission standards, the 1600 cc engine in Japanese and North American markets received Bosch L-Jetronic fuel injection, a derivative of the Bosch D-Jetronic system formerly used in the VW Type 3 and Type 4. The injected engine received a new muffler and in California a catalytic converter. This necessitated a bulge in the rear apron under the rear bumper and replaced the distinctive twin "pea shooter" tailpipes with a single offset pipe, making injected models identifiable at a glance. 5 mph (8.0 km/h) bumper-equipped North American models retained fender-top front indicators. The 1303 received rack and pinion steering. In North America, the 1303/Super Beetle sedan was moved upmarket and was now christened La Grande Bug. Similar to the Big Beetle of 1974, La Grande Bug was available in blue or green metallic paint in the U.S. and blue, green or gold metallic in Canada and was equipped with the same features as the 1974 Sun Bug. Mid-year, the Love Bug was introduced for North America: based on the standard Beetle, it was available only in Phoenix Red or Ravenna Green (both colors shared with the VW-Porsche 914) with all exterior trim finished in matte black. A price leader, the Love Bug retailed for less than a standard Beetle. The "Volkswagen" script on the engine lid of all North American Beetles was replaced with a "Fuel Injection" badge.

 

In 1976, the 1303/La Grande Bug was discontinued, with the larger body continuing only in convertible form. To make up for the loss in North American markets, the standard Beetle was upgraded, regaining some of the features that were removed in 1971. In addition, the 2-speed ventilation fan was included, previously available in North America only on the larger Beetle. The automatic stickshift option was discontinued as well.

 

1977 models received new front seats with separate head restraints. This was the final model year for the Beetle sedan in North America. The convertible was offered in a Champagne Edition in triple white with the padded deluxe steering wheel, burled elm-grain dash trim and (110 mm wide sport wheels. Approximately 1,000 Champagne Editions were produced.

 

WIKIPEDIA

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

W113

 

Zoute Sale - Bonhams

Estimated : € 85.000 - 125.000

Sold for € 161.000

 

Zoute Grand Prix 2021

Knokke - Zoute

België - Belgium

October 2021

 

"Some cars don't change, they just get better. The Mercedes-Benz 280 SL, latest version of a line that began as the 230 SL in 1963, is the same as ever, just better," concluded Road & Track after testing a 280 SL in 1968. "For those who value engineering finesse and high-quality construction, it's alone in the field," enthused the highly respected American motoring magazine. At the same time, its manufacturer considered the 280 SL "a Grand Tourer in the traditional sense" and "a unique combination of sports car performance and saloon car comfort (a Mercedes-Benz saloon naturally)".

 

These attributes help explain the 280 SL's phenomenal success, particularly in the all-important North American market, where the optional automatic transmission was considered an essential feature by the majority of customers. The fact that it looked like 'sex on wheels' helped enormously too, of course. In addition, the 280 SL's essential user-friendliness broadened its appeal beyond the traditional sports car-enthusiast market, and many celebrities and film stars owned 280 SLs.

 

The last of a popular and highly successful line began with the 230 SL of 1963; the Mercedes-Benz 280 SL was introduced in 1967, powered by a new 2.8-litre six-cylinder engine that produced 180bhp, 20 horsepower more than the preceding 250 SL's. The 280 SL's 200km/h top speed was not more significant, but it was remarkably quicker off the mark. Its 0-100km/h time of 10 seconds is a whole second better than its predecessor's.

 

Autocar was full of praise for the 280 SL's effortless performance: "Those going abroad will be pleased to know that the 280 SL can sustain 160km/h with ease and still have a good bit in hand for surging up to 192km/h when traffic and conditions permit. All the time, the engine is smooth, and it has a sweet song to its exhaust note, which starts as a deep throb and builds up to a busy hum at maximum revs."

 

Christened 'Pagoda' after their distinctive cabin shape - devised by French designer and classic car enthusiast Paul Bracq - these SL models were amongst the best-loved sports-tourers and today remain highly sought after by collectors.

 

This superb manual transmission 280 SL Pagoda was ordered new by Mr John I. Clark from Winsconsin, USA, in April 1971 as a European delivery including US equipment from the Mercedes Factory in Sindelfingen for the total price of $7731 (invoice on file). Ordered in April 1971 in Germany, this Pagoda was registered in 1972 in the US for the first time and is believed to have stayed with its first owner for over 40 years. According to the US-Title, the 280SL remained with the Clark family until shortly after Mr. John I. Clark's death in 2014. After its return to Europe in 2016, this Pagoda has been converted to European specification with the correct headlights, taillights, speedometer, etc. Furthermore, it benefits from a complete, no-expense-spared restoration carried out in Belgium between September 2017 and September 2018 by renowned marque specialists, Top Classics. The car has been refinished in its original and highly desirable exterior colour of Dark Blue (904). The interior has been fully re-trimmed in contrasting natural leather (originally black) and features luxurious bouclé carpeting. The black Sonnenland three-layer soft-top is new, while additional insulation in the doors and floor make for an enhanced and more comfortable driving experience.

 

Once the car had been dismantled, the bodyshell was sand-blasted and any areas of corrosion repaired before applying the first coat of epoxy primer. The suspension and rear axle were overhauled and powder-coated, and new shock absorbers fitted all around. The braking system was renewed in its entirety, including the handbrake mechanism and a completely new fuel system installed (tank, pump, fuel lines, etc.). The exhaust system is new throughout. The original engine and gearbox likewise have been completely overhauled, a new cylinder head was installed at the same time we've been advised. All the brightwork has been re-chromed to the highest standard, while new colour-matched wheels shod with whitewall tyres complete the picture. The whole process has been nicely documented in the car's file together with some older correspondence, invoices including the original purchase invoice from new, MB-Datenkart. The car comes with the old US title dated 1972 from its first owner and current Belgian registration documents as well as recent technical inspection. An exceptionally well-restored Mercedes-Benz 280 SL 'Pagoda' with hardtop presented in beautiful condition and hardly 650 kms driven since its extensive restoration.

A famous vehicle in the U.K.! - This is “Big Pete” - A custom-built ‘monster truck’ which uses an actual authentic all-steel Peterbilt 359 semi-truck cab from the 1970s, mounted onto a heavy duty 4X4 chassis - something of a rare combination as most monster trucks use fully fabricated fibreglass reproduction bodyshells. Photo taken outside the warehouse/garage where its owner was working on its respective custom towing trailer.

The 1956 Chevrolet was the middle year of what has come to be known as the 'tri-fives', as such, it was the first refresh of the 1955 bodyshell. Notably the radiator grille was now leaned forward at the top, producing a longer hood (bonnet) profile.

 

Models were again arranged 150, 210 and Bel Air. The 210 Sport Coupe shown here matched the sportiest bodystyle with mid-range trim. The car now wore a long arc chrome strip which drooped at the tail ans split the body in models with two-tone paint. The roof was paired to the lower bodysides, while the trunk and hood matched the upper bodyside.

 

A range of six and vee-eight engines were available, the V8 was a 265 CID (4.3 L) rated at 170 bhp (127 kW), 210 bhp (157 kW) or 225 bhp (168 kW) depending on the carburetor configuration. Power was to jump considerable the following year with the introduction of the 283 CID (4.6 L ) small block.

 

Other GM divisions, picked up new bodies for 1957, with the exception of Chevrolet and Pontiac. The 1957 was a hasty refresh of the 1955/56, the top Bel Air trim becoming one of the most famous and sought after Chevrolet models.

Austin Allegro 1300 SDL Mk2 (1976-80) Engines 1275cc. S4 Tr.

Registration Number UTC 884 T (Bristol)

AUSTIN SET

 

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

 

Thankyou for a massive 58,246,374 views

 

Shot 30.04.2017 at Catton Hall Car Show REF 125-377

  

CAF built bodyshell heading to Northern Rail up the M5 on Allelys T555AHH 2019-06-24

Vauxhall Ventora (FE) (1972-78) Engine 3294cc S6 OHV

Registration Number MYY 242 L

VAUXHALL SET

 

www.flickr.com/photos/45676495@N05/sets/72157623863172810...

 

The Vauxhall FE range was launched in March 1972 under the advertising tagline "NEW VICTOR - The transcontinentals". Two inches longer than its predecessor and with substantially increased cabin space. Suspension was beefed up and four speed manual gearbox was available across the range. At the front the springing remained soft by the standards of the time: the track was widened (by 1.7 inches / 4 cm) and wheel geometry modified to incorporate "anti-dive action",

 

The new Victor shared its floorpan with the Opel Rekord but retained a distinct bodyshell, its own suspension and rack-and-pinion steering as opposed to the Rekord's recirculating ball unit, Despite similarities the Vauxhall and Opel had different body panels and shared only minor assemblies such as the door locks and the wiper mechanisms

 

The Ventora, was introduced to the FD series sold between 1968 until it was dropped from the FE series in 1976. This used the Victor bodyshell, but had the Bedford derived 3294 cc straight six engine from the larger Cresta models. Again, the Ventora was distinguished from the Victor by improved trim levels and a more regal grille.

  

Many thanks for a fantabulous

46,771,376 views

 

Shot Brooklands New Years Day Gathering, 01.01.2016 - Ref 111-431

  

Triumph GT6 Mk2 (1968-70) Engine 1998c S6 OHV

Production 12,066

Registration Number RUT 513 G (Leicestershire)

TRIUMPH SET

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

 

Introduced in 1966 the first series of GT6 was introduced in 1966 as a six cylinder sports coupe based on the Spitfire. Designed by Giovanni Michelotti and based on the recently introduced Spitfire Mk. IV. The new body was a sleek fastback design with an opening rear hatch, In essence a two seater but with a small extra rear seat could be ordered, large enough for small children. The family resemblance to the Spitfire Mk II was strong, the longer 6-cylinder engine necessitated a new bonnet top with a power bulge and the doors were provided with opening quarter light windows and squared-off glass in the top rear corner. The 6-cylinder engine was, like the Vitesse 2 litre, tuned to develop 95 hp (71 kW) with a top speed pf 106mph

 

The Mk.II GT6 was launched in 1978 using a 104bhp version of the six cylinder engine, with optional overdrive as available on the Mk.1. Now fitted with lower wishbone independant rear suspension. The Mk.2 also got a new facia, better ventilation for both engine bay and cockpit and Rostyle wheels, though wires were a popular option. There were other changes for the Mk II; the front bumper was raised (in common with the Spitfire Mk 3) to conform with new regulations ecessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was the uprated Vitesse MkII unit developing 104 hp (78 kW) with a new cylinder head, camshaft, and manifolds Performance improved slightly to 107 mph

 

The third generation of 1970 was the GT6s last major facelift the entire bodyshell was revised to match the changes made to the Spitfire Mk IV: modifications included a cut-off rear end, recessed door handles and a smoother front end,and the deletion of the chrome stripes on top of the wings . Only detail changes were made to the mechanics, but in 1973 – close to the end of the car's production life – the rear suspension was changed again, this time for the cheaper "swing-spring" layout fitted to the Spitfire Mk IV. Engine output was simular to that of the Mark 2 but better aerodynamics led to a new top speed of 112 mph

 

Diolch yn fawr am 72,813,981 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

 

Thank you 72,813,981 amazing views, enjoy and stay safe

 

Shot 05.05.2019 at Catton Park Classic Car Show Ref 141-182

     

Chassis n° AM 117 718

 

Zoute Sale - Bonhams

Estimated : € 125.000 - 150.000

Sold for € 195.500

 

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

 

"For a man who wants the last word in sports cars, a mid-engined machine is essential. Racing single-seaters are built to this configuration and so the mid-engined car must be right!

'It is thus of great interest that the famous Maserati firm, which has tended to be somewhat conservative in recent years, has now placed an advanced mid-engined coupé on the market." – John Bolster, Autosport.

The highlight of 1971 Geneva Salon was undoubtedly the sensational new Maserati Bora. With the Bora's introduction, the great Modenese manufacturer followed other supercar constructors in going mid-engined while at the same time abandoning its traditional tubular chassis technology in favour of unitary construction. Named after an Adriatic wind, the Bora was the work of Giorgetto Giugiaro's Ital Design, at least as far as its bodyshell was concerned; the mid-mounted engine was Maserati's familiar four-cam V8 in 4.7-litre form, the five-speed transaxle came from ZF and the all-independent double-wishbone suspension was penned by Giulio Alfieri, co-designer of the legendary 250F Formula 1 Grand Prix car. One of the first 'new generation' models to appear following Maserati's acquisition by Citroën, the Bora used the latter's hydraulic technology to adjust seats and pedals, raise the headlamps and operate the excellent power-assisted brakes. A slippery shape plus 310bhp made for a very fast car - top speed was over 160mph (258km/h) - and the Bora had acceleration, handling and braking to match. The subsequent 4.9-litre version was even faster.

By January 1976, Maserati's management apparently had discussed shelving the Bora but later that year decided to continue. Only some 25 Boras were made that year, and the total produced was 564, the 4.7/4.9-litre split being 289/235. The type was finally phased out in 1979.

Motor magazine concluded its March 1973 road test thus: 'The Bora impressed us as one of the best and most civilised mid-engined exotics we've tried, better developed than most of its ilk and immensely rewarding to drive, especially to drive fast on cross-country roads.' What more could any enthusiast want?

The Bora was a stunning supercar by any standards, both then and now.

 

This desirable 4.9-litre example was manufactured in October 1973 and delivered new to the USA in 1974 finished in the stunning Verde Indy livery we see today. Its accompanying Maserati certificate confirms the interior was originally white (now tan) and that the car left the factory with ZF five-speed manual gearbox and Campagnolo 'fuse' wheels.

The Maserati's early history is unknown, but the car came back to Italy in poor condition and was in need of complete restoration. In 2010 the Bora was subject to a professional frame-off cosmetic and mechanical restoration to concours standard, being converted to desirable European specification in the process (there is a CD-ROM photographic record of the work on file but no invoices). Purchased in 2013 by a passionate German enthusiast, the Maserati won the 1st Prize award for 'Most Beautiful Coupé' at the Schloss Dyck concours in 2015, confirming the quality of the restoration and the Bora's stunning presence. The car comes with the following documents:

 

German registration papers

Restoration record book

FIVA Identity Card

Automotoclub Storico Italiano Certificato

Copy of old Italian Libretto

Original owner's manual

Copy of Maserati Bora spare parts list

 

Bonhams had the pleasure to drive the Bora over a few kilometres and we were very impressed by its handling and behaviour, the Citroën-type brakes and the suspension reacting immediately and behaving faultlessly. Indeed, the Bora performed excellently, and with its 'long-legged' 4.9-litre V8 and ZF manual gearbox, was a delight to drive.

T666 AHH : DAF XF 8x4 Tractor Unit of Allelys Heavy Haulage with an extendable low platform trailer carrying a railway coach bodyshell, heading for the CAF Production Facility at Llanwern.

 

CAF - Construcciones y Auxiliar de Ferrocarriles - is a Spanish company that opened a new Rolling Stock Factory at the former Llanwern Steelworks in 2018. The bodyshells are built in Spain and transported to South Wales for assembly.

 

M4 - Rogiert, Monmouthshire, westbound.

 

23-11-2020

Named after Tazio Nuvolari, Italy's leading prewar racing driver, who drove it in the 1947 Mille Miglia, this "speeder" was given a very original style under the direction of Giovanni Savonuzzi, Cisitalia's chief engineer from 1945 to 1948. It has an all-aluminum bodyshell and its streamlined fins are barely noticeable on the rear mudguards. The Museum's exhibit is one to the 10 or so that still remain out of the approximately 20 built from 1947 to 1948.

 

The Big Five - Presenting the European National Motormuseums

Museo Nazionale dell'Automobile - Turin, Italy

 

Interclassics Brussels 2017

Brussels Expo

Belgium

November 2017

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

Production 3253 (all body styles)

Registration Number JMB 360 C (Reading)

BOND SET

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

 

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

 

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

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

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

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

 

Diolch am 99,700,592 o olygiadau gwych, mae pob un ohonynt yn cael eu gwerthfawrogi'n fawr.

 

Thanks for 99,700,592 amazing views, every one is greatly appreciated.

 

Shot 12.11.2022, at the Classic Car Show, NEC, Marston Green, Birmingham REF 167-095